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ILLUSTRATED  HISTORY 


THE  PANAMA  RAILBOAD; 


TOGETHER    WITH    A 


TRAVELER'S  GUIDE  AND  BUSINESS  MAN'S  HAND- 
BOOK FOR  THE  PANAMA  RAILROAD  AND 
ITS  CONNECTIONS 


EUROPE,  THE  UNITED  STATES,  THE  NORTH  AND  SOUTH  ATLANTIC  AND 

PACIFIC  COASTS,  CHINA,  AUSTRALIA,  AND  JAPAN,  BY 

SAIL  AND  STEAM. 


BY    F.   N.   OTIS,   M.D, 


SECOND   EDITION,  REVISED   AND   ENLARGED. 


NEW    YORK: 
HARPER    &    BROTHERS,    PUBLISHERS, 

FRANKLIN     SQUARE. 

1862. 


Entered,  according  to  Act  of  Congress,  in  the  year  one  thousand  eight 
hundred  and  sixty-two,  by 

F.  N.  OTIS, 

In  the  Clerk's  Office  of  the  District  Court  of  the  Southern  District  of 
New  York. 


0-8? 


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PREFACE, 


IN  preparing  the  "Hand-book  of  the  Panama  Bailroad," 
the  endeavor  has  been  to  present, 

1.  A  full  and  reliable  history  of  the  road,  from  the  in- 
ception of  the  original  contract  to  the  present  day,  and  such 
an  account  of  its  present  condition  and  business  regula- 
tions as  would  be  likely  to  interest  and  benefit  the  travel- 
ing and  commercial  public. 

2.  All  necessary  information  for  the  shipper  and  the 
traveler  concerning  the  various  lines  of  steam  and  sail 
communication  connecting  with  the  road. 

3.  A  brief  account  of  the  present  condition,  commercial 
and  other  resources,  of  the  countries  bordering  the  Pacific 
coast,  and  doing  business  with  the  United  States  and  Eu- 
rope over  the  Panama  Eailroad,  with  such  information  in 
regard  to  the  expenses  connected  with  commercial  transac- 
tions in  those  countries  as  it  has  been  thought  would  prove 
serviceable  to  the  mercantile  and  shipping  interests. 

In  preparing  this  work  from  the  most  recent  authorities 
and  reliable  sources,  the  strictest  accuracy  has  been  the 
first  consideration.  The  tariffs  and  commercial  regulations 
have  been  taken  from  documents  published  by  the  United 
States  government  in  1858.  To  the  following  works  (not 
credited  in  place)  the  Author  is  indebted  for  valuable  sta- 
tistics :  Harper's  Cyclopaedia  of  Commerce,  1858 ;  Appletorfs 
American  Cyclopaedia,  1860-1861.  To  Mr.  DAVID  HOAD- 
LEY,  President  of  the  Panama  Eailroad,  Mr.  ALLAN  M'LANE, 
President  of  the  Pacific  Mail  Steam-ship  Company,  Mr. 
GEORGE  M.  TOTTEN,  Chief  Engineer,  Mr.  JOSEPH  F.  JOY, 
Secretary,  and  Mr.  ALEXANDER  J.  CENTER,  former  Vice- 


Vlll  PREFACE. 

president  and  Superintendent  of  the  Panama  Kailroad,  the 
Author  is  indebted  for  great  and  uniform  kindness  in  af- 
fording facilities  for  procuring  reliable  data,  and  for  much 
important  information ;  also  to  Capt.  J.  M.  Dow,  of  the 
steam-ship  Guatemala  (Central  American  Steam-ship  Com- 
pany), Mr.  WM.  NELSON,  Commercial  Agent  of  the  Panama 
Eailroad  Company  at  Panama,  Mr.  CHARLES  T.  BIDWELL, 
Agent  for  the  Pacific  Steam  Navigation  Company  at  Pana- 
ma, Mr.  GEORGE  PETRIE,  General  Manager  of  the  Pacific 
Steam  Navigation  Company  at  Callao,  Mr.  J.  W.  HAWES, 
of  Panama,  and  Capt.  J.  H.  WINDLE,  of  Tarrytown,  New 
York  (formerly  in  the  United  States  Mail  Steam-ship  Com- 
pany's service),  the  Author  is  indebted  for  valuable  favors. 

F.  N.  OTIS. 

New  York,  July  15,  1SG1. 


BUSINESS   INDEX, 


Agents  and  Offices  of  steamers,  etc.,  146,  148,  149,  154,  155,  157,  159,  160, 
168, 173, 174,  175,  176,  178.  (See  the  different  Lines.) 

Aspinwall,  33,  73 ;  Harbor  regulations,  145. 

Atlantic  and  Pacific  Steam-ship  Co.,  147;  Kates  of  passage  and  freight,  147; 
Through  passage,  148. 

Bolivia,  244 ;  Productions,  245 ;  Port,  245 ;  Tariff,  246. 

California,  263;   Shipments  of  treasure,  264;   Exports  and  imports,  266: 

Passengers,  267. 

Central  America,  Eepublics  of,  189-216 ;  Ports  of  entry  in,  189. 
Central  American  S.  S.  Line  (Panama  R.  R.),  151;  Bates  of  passage  and 

freight  from  Aspinwall  and  Panama,  151 ;  from  New  York,  153. 
Chili,  247 ;   Government,  247 ;  Productions,  248 ;    Exports,  249 ;  Climate, 

249  ;  Population,  249  ;  Cities  and  towns,  250 ;  Ports,  252.    Valparaiso, 

252  ;  Imports,  254  ;  Tariff,  255. 
Columbia,  British.     See  "  Oregon." 
Connections  of  the  Panama  R.  R.,  55,  145  ;  Map  of,  6. 
Costa  Rica,  189  ;  Climate  and  productions,  191 ;  Harbor  regulations,  193. 

Ecuador,  229  ;  Climate  and  productions,  230 ;  Population,  231 ;  Ports  and 

cities,  232. 
Express  System,  271;  Wells,  Fargo,  &  Co.,  271 ;  Wheatley,  Starr,  &  Co.,  275. 

Freight,  Rates  of:  Panama  R.  R.,  139 ;  New  York  to  Aspinwall,  147;  New 
York  to  San  Francisco,  148 ;  Panama  to  San  Francisco  and  Pacific 
ports,  149;  San  Francisco  and  Oregon,  etc.,  151;  San  Francisco  and 
Mexican  ports,  183  ;  Panama  to  ports  in  Central  America,  151 ;  Ports 
in  Central  America  to  South  America,  152 ;  New  York  to  Central 
America,  153 ;  Central  America  to  Liverpool,  153 ;  Panama  to  Valpa- 
raiso, etc.,  154;  New  York  to  Valparaiso,  etc.,  157;  Between  South 
American  ports,  159 ;  Southampton  and  the  West  Indies,  165-172 ; 
Southampton  to  Aspinwall,  San  Francisco,  etc.,  172  ;  England  and  the 
Pacific  ports,  172;  West  Indies  to  Pacific  ports,  173;  South  Pacific 
ports  to  Southampton,  175;  Central  America  to  Southampton,  176; 
Liverpool  and  Central  America,  and  South  Pacific,  177,  178 ;  New  York 
to  South  American  Pacific  ports,  180 ;  New  York  to  Central  American 
ports,  181 ;  Aspinwall  to  New  York,  by  sail,  181. 

Guatemala,  206 ;  Climate  and  topography,  207 ;  Political  divisions,  209 ;  In- 
habitants, 210;  Ports,  211;  Harbor  regulations,  212 ;  Tariff,  213. 

Harbor  Regulations:  Panama,  143;  Aspinwall,  145;  Punta  Arenas,  193; 
San  Salvador,  205 ;  Guatemala,  212 ;  Carthagena,  223 ;  New  Granada, 
226 ;  Guayaquil,  233  ;  Peru,  241 ;  Bolivia,  245  ;  Chili,  256  ;  Mexico, 
260. 

Hottaday  fr  Flint's  S.  S.  Lines,  150,  151,  and  182-185  ;  Offices  and  Agents, 
182,  185;  Oregon  and  California  line,  150;  Rates  of  freight  and  pas- 
sage from  San  Francisco  to  Oregon,  151;  Pacific  Mexican  line,  182; 
Dates  of  Sailing,  182  ;  Rates  for  passengers  and  freight,  183,  184 ;  Re- 
mittnnce  of  Specie,  184;  General  regulations,  185. 
A* 


X  BUSINESS   INDEX. 

J hit's  Steamers,  from  Liverpool  to  Aspinwall,  176-178. 
jlonduras,  215. 

Liverpool  and  West  India  S.  S.  Line  (Hok's),  176 ;  Rates  of  freight,  177, 178. 

Mexico,  257 ;  Pacific  ports,  258 ;  Course  of  commerce,  259 ;  Passenger  reg- 
ulations, 260 ;  Currency,  261. 

New  Granada,  217;  Climate  and  productions,  218;  Towns  and  roads,  220; 
Rivers  and  ports,  221 ;  Tides  at  Aspinwall  and  Panama — a  free  port, 
224 ;  Port  regulations,  226 ;  Tariff,  226. 

'Nicaragua,  196;  Population  and  government,  197;  Ciimate  and  produc- 
tions, 198. 

Offices  and  Agents  of  Steamers,  etc.     See  "  Agents." 
Oregon,  268 ;  Productions,  268 ;  Ports,  269. 

Pacific  Mail  S.  S.  Co.,  148 ;  Rates  of  freight  and  passage,  148 ;  Officers  of, 
149 ;  History  of,  150. 

Pacific  Steam  Navigation  Co.,  154-159;  Trips,  154;  Rates  of  passage,  155, 
156;  Rates  of  freight,  156;  Through  rates  of  freight,  157;  Line  between 
South  American  ports,  157. 

Panama,  128,  223 ;  Harbor  regulations,  145  ;  Port  of,  223 ;  Free  port,  224. 

Panama  Railroad,  Map  of,  5;  History  of,  15-82;  Trip  over,  82-134;  Con- 
nections of,  52 ;  Merchandise  transported  over,  57 ;  Financial  state- 
ments, 61-71 ;  Regulations  of,  139-146 ;  Tariff  for  passengers  and 
freight,  139;  Sailing  Vessels  between  New  York  and  Aspinwall,  179; 
Officers  and  Directors,  186. 

Passage,  Rates  of:  Panama  R.  R.,  139 ;  New  York  to  Aspinwall,  147 ;  New 
York  to  San  Francisco,  148;  Panama  to  San  Francisco,  149 ;  San  Fran- 
cisco and  Oregon,  etc.,  151 ;  Panama  to  ports  of  Central  America,  151 ; 
Panama  to  South  American  ports,  155 ;  Between  South  American  ports, 
159 ;  Southampton  and  the  West  Indies,  162 ;  Between  West  India 
ports,  164  ;  Between  San  Francisco  and  Mexican  ports,  183. 

Peru,  235 ;  Government  and  population,  236 ;  Lima,  237 ;  Ports,  238 ;  Cal- 
lao,  239  ;  Harbor  regulations,  241 ;  Currency,  242 ;  Tariff,  242. 

Port  Charges.     See  "Harbor  Regulations." 

Royal  Mail  Steam  Packet  Co.,  160-176;  Agents  and  ships,  160;  Arrivals 
and  departures,  161;  Rates  of  fare  from  Southampton,  162;  Interco- 
lonial fares,  164  ;  Passenger  regulations,  163, 165  ;  Specie  and  parcels, 
167  ;  Rates  of  freight,  169-175. 

Sailing  Vessels  between  New  York  and  Aspinwall  (Panama  R.  R.  Co.)  179 ; 
Rates  of  freight,  180, 181. 

San  Salvador,  201 ;  Government  and  population,  201 ;  Climate  and  produc- 
tions, 203 ;  Tariff,  204  ;  Commercial  regulations,  205. 

South  America,  Republics  of,  217,  256. 

Specie,  Remittance  of  to  United  States  and  Europe,  170,  172,  173,  174, 184. 

Tariff's  and  Duties:  Costa  Rica,  194 ;   San  Salvador,  204 ;  Guatemala,  213 ; 

New  Granada,  226 ;  Ecuador,  234 ;  Peru,  242 ;  Bolivia,  246 ;   Chili, 

225 ;  Mexico,  260. 

Tariffs  for  Passengers  and  Freight.     See  "Passage"  and  "Freight." 
Tides,  at  Aspinwall  and  Panama,  224. 

Vancouver's  Island.     See  ' '  Oregon. ' ' 

Washington  Territory.     See  "Oregon." 
Wells,  Fargo,  fr  Co.,  271. 
Wheatley,  Starr,  $  Co.,  275,  276. 


CONTENTS, 


HISTORY  OF  THE  PANAMA  RAILROAD 15-56 

APPENDIX  A. — MERCHANDISE  AND  TREASURE  PASSING  OVER 
THE  ROAD 57-58 

APPENDIX  B.— FINANCIAL  STATEMENTS  OF  THE  ROAD,  1856- 

1861 61-71 

TRAVELERS'  GUIDE 72-138 

APPENDIX  C. — REGULATIONS  OF  THE  PANAMA  RAILROAD 139-146 

APPENDIX  D. — STEAM  AND  SAIL  LINES  CONNECTING  WITH  THE 
PANAMA  RAILROAD 147-181 

REPUBLICS  OF  CENTRAL  AMERICA . 189-2H 

REPUBLICS  OF  SOUTH  AMERICA 217-256 

MEXICO 257-261 

CALIFORNIA,  OREGON,  ETC 263-271 

EXPRESS  BUSINESS 271-276 


ILLUSTRATIONS, 


ON  THE  ROAD Frontispiece. 

MAP THE    LINE    OF   THE    PANAMA   RAILROAD Page  5 

MAP — CONNECTIONS   OF   THE   PANAMA   RAILROAD 6 

WESTERN    SUBURB   OF   PANAMA 14 

RUNNING   THE   LINES 20 

PARAISO 23 

THE   FIRST   SHANTY 30 

ANCIENT  BRIDGE,  OLD   PANAMA 37 

THE   CABILDO,  PANAMA 43 

VIEW   FROM   THE    RAMPARTS,   PANAMA,.. .. 47 

NORTHEASTERN   RAMPART,  PANAMA 53 

SOUTHEASTERN   RAMPART,  PANAMA 59 

VIEW   OF   ASPINWALL 74 

DEPARTURE    FOR    PANAMA 83 

MOUNT  HOPE 88 

GATUN    STATION 94 

STEPHENS'S  TREE 99 

BUJIO  SOLDADO 102 

STEPHENS'S  COTTAGE 105 

BREAD-FRUIT,  STAR-APPLE,  MANGO,  AVOCADO  PEAR 107 

BARBACOAS  BRIDGE 11] 

SAN  PABLO   STATION 114 

NATIVE    HUT   AT   MATACHIN 116 

MAMEI    STATION 117 

MONUMENT   HILL 119 

BASALTIC    CLIFF 123 

PARAISO    STATION 126 

TERMINUS    AT    PANAMA 129 

CITY   OF   PANAMA 132 

CATHEDRAL   AT   PANAMA 135 

RUINS   OF   CHURCH    OF    SAN  DOMINGO 138 

TOWER    OF    SAN   JEROME ]g7 

NATIVE   BONGO,  PANAMA ]<j() 


WE8TEEN  SUBURB  (SANTA  ANA)  OF  PANAMA. 


HAND-BOOK 


OF 


THE  PANAMA  RAILROAD, 


IN  ancient  or  in  modern  times  there  has,  perhaps,  been 
no  one  work  which  in  a  few  brief  years  has  accomplished 
so  much,  and  which  promises  for  the  future  so  great  benefit 
to  the  commercial  interests  of  the  world,  as  the  present  rail- 
way thoroughfare  between  the  Atlantic  and  Pacific  Oceans 
at  the  Isthmus  of  Panama.  A  glance  at  its  geographical 
position  can  not  fail  to  discover  to  the  most  casual  observer 
that,  situated  as  it  is  midway  between  the  northern  and 
southern,  and  alike  between  the  eastern  and  western  hemi- 
spheres, it  forms  a  natural  culminating  point  for  the  great 
commercial  travel  of  the  globe.  Wise  men  in  every  en- 
lightened nation  had  seen  this  for  centuries,  and  had  urged 
the  importance  of  free  interoceanic  communication  at  this 
point ;  but  its  lofty  and  rugged  mountain  ranges,  its  deep 
and  pestiferous  morasses,  seemed  almost  equally  to  defy  the 
skill  of  the  engineer  and  the  physical  endurance  of  the  la- 
borer. Even  the  possibility  of  opening  such  a  communica- 
tion by  the  government  exercising  jurisdiction  over  that 
portion  of  the  isthmus  through  which  it  should  pass  had 
never  been  seriously  entertained;  but  New  Granada  had 
long  and  earnestly  challenged  the  more  powerful  nations 
of  the  world  to  break  down  this  barrier  to  commerce  and 
civilization,  and  reap  the  richest  benefits  which  might  re- 
sult therefrom.  England  had  looked  toward  the  project 
with  longing  eyes,  but  quailed  before  the  magnitude  of  the 


16  HAND-BOOK   OF  THE 

labor.  France  had  done  more — surveyed  and  entered  into 
a  contract  to  establish  it ;  but  too  many  millions  were  found 
necessary  for  its  completion,  and  it  was  lost  by  default. 

Events  at  last  occurred  which  turned  the  attention  of  the 
American  people  to  this  transit,  viz.,  the  settlement  of  the 
northwestern  boundary,  by  which  we  came  into  possession 
of  Oregon,  and  the  war  with  Mexico,  which  added  Califor- 
nia to  our  possessions.  But,  while  the  accession  of  these 
territories  was  of  the  highest  importance  to  us  in  a  national 
point  of  view,  their  distance  rendered  them  almost  inacces- 
sible to  the  class  of  emigrants  who  usually  settle  our  new 
domains,  as  well  as  inconvenient  to  the  proper  administra- 
tion of  law  and  government.  Still,  urged  on  by  that  pio- 
neering spirit  which  seems  inherent  in  the  blood  of  the 
American,  and  invited  by  the  prolific  soil  and  genial  cli- 
mate of  these  distant  possessions,  and  a  prospect  of  a  new 
and  enlarged  field  for  commercial  pursuits,  large  numbers 
of  our  people  migrated  thither  around  Cape  Horn.  Con- 
gress, however,  in  1848,  in  order  to  render  these  countries 
more  accessible,  authorized  contracts  to  be  entered  into  for 
the  establishment  of  two  mail  lines  of  steam-ships,  the  one 
from  New  York  and  New  Orleans  to  Chagres,  and  the  other 
to  connect  with  this  by  the  Isthmus  of  Panama,  from  Pan- 
ama to  California  and  Oregon.  The  inducements  to  invest 
in  these  projects  were  not  sufficient  to  attract  the  favorable 
attention  of  capitalists,  and  the  contracts  were  taken  by  par- 
ties without  means,  who  offered  them  for  sale,  and  for  a  long 
time  without  success. 

Men  were  at  last  found  bold  enough  to  venture  upon  the 
enterprise.  Mr.  William  H.  Aspinwall  secured  the  line  on 
the  Pacific  side,  and  George  Law  that  on  the  Atlantic.  In 
the  Atlantic  contract  there  was  comparatively  little  risk, 
and  a  promise  of  almost  immediate  remuneration,  as  it  con- 
nected with  the  cities  of  Savannah  and  New  Orleans,  and 
terminated  at  the  portals  of  the  Pacific  Ocean.  But  the 


PANAMA   RAILROAD.  17 

Pacific  contract  was  looked  upon  by  the  generality  of  busi- 
ness men  as  a  certain  sequestration  of  a  large  amount  of 
property  for  an  indefinite  time,  with  a  faint  prospect  of 
profit ;  and  the  wonder  seemed  to  be  that  so  sound  a  man 
as  Mr.  Aspinwall  should  have  engaged  in  it.  But  it  soon 
became  evident  that  he  expected  no  great  profit  from  the 
steam-ship  line  per  se;  but  that,  with  those  enlarged  and 
far-reaching  views  for  which  he  is  so  justly  noted,  this  line 
was  only  a  part  of  the  great  plan  which  he  had  conceived, 
the  remainder  being  embraced  in  the  bold  design  of  a  rail- 
road across  the  Isthmus  of  Panama ;  and  at  this  time  he, 
with  Mr.  Henry  Chauncey  and  Mr.  John  L.  Stephens,  en- 
tered into  a  contract  with  the  government  of  New  Granada 
for  the  construction  of  that  work.  Mr.  Chauncey,  like  Mr. 
Aspinwall,  was  a  large-minded  and  public-spirited  capital- 
ist, whose  integrity  and  straightforwardness  were  undoubt- 
ed. Mr.  Stephens  possessed  an  experience  in  the  country 
through  which  the  road  was  to  pass,  and  a  knowledge  of 
its  geography  and  its  inhabitants,  gained  by  practical  study 
and  observation.  These  three  gentlemen  were  associated 
together  for  the  prosecution  of  this  great  enterprise,  and 
shortly  after,  Mr.  Stephens,  accompanied  by  Mr.  J.  L.  Bald- 
win, a  skillful  and  experienced  engineer,  made  an  explora- 
tion of  the  route,  and  decided  upon  its  entire  feasibility,  dis- 
sipating the  fears  entertained  by  many  that  no  line  could 
be  established  without  such  heavy  grades  as  would  inter- 
fere materially  with  the  paying  character  of  the  under- 
taking by  the  discovery  of  a  summit  gap  no  more  than 
three  hundred  feet  above  the  ocean  level. 

A  formal  contract  was  then  entered  into  with  the  gov- 
ernment of  New  Granada,  on  the  most  favorable  terms,  for 
the  exclusive  privilege  of  constructing  a  railroad  across  the 
Isthmus  of  Panama.  Among  the  most  important  conces- 
sions by  the  terms  of  this  contract  was  one  guaranteeing 
that  all  public  lands  lying  on  the  line  of  the  road  were  to 


18  HAND-BOOK   OF   THE 

be  used  gratuitously  by  the  Company ;  also  a  gift  of  250,000 
acres  of  land,  to  be  selected  by  the  grantees  from  any  pub- 
lic lands  on  the  Isthmus.  Two  ports,  one  on  the  Atlantic 
and  the  other  on  the  Pacific  (which  were  to  be  the  termini 
of  the  road),  were  to  be  free  ports ;  and  the  privilege  was 
granted  of  establishing  such  tolls  as  the  Company  might 
think  proper.  The  contract  was  to  continue  in  force  for 
forty-nine  years,  subject  to  the  right  of  New  Granada  to 
take  possession  of  the  road  at  the  expiration  of  twenty  years 
after  its  completion,  on  payment  of  five  millions  of  dollars ; 
at  the  expiration  of  thirty  years,  on  payment  of  four  mil- 
lions ;  and  at  the  expiration  of  forty  years,  on  payment  of 
two  millions.  Three  per  cent,  was  to  be  paid  to  the  New 
Granadian  government  upon  all  dividends  declared.  The 
entire  work  was  to  be  completed  within  eight  years,  and  a 
sum  of  one  hundred  and  twenty  thousand  dollars  was  to  be 
deposited  at  its  commencement,  as  security  for  the  fulfill- 
ment of  the  contract,  but  to  be  refunded,  with  interest,  on 
the  completion  of  the  road  within  the  given  time. 

Tip  to  this  period  calculations  for  the  ultimate  success  of 
the  undertaking  were  based  upon  the  advantages  it  would 
afford  in  shortening,  by  many  thousand  miles,  not  only  the 
route  to  California  and  Oregon,  but  to  China,  Australia,  and 
the  East  Indies,  and  in  the  development  of  the  rich,  but 
then  almost  inaccessible  countries  bordering  the  whole  Pa- 
cific coast.  At  this  time,  however  (the  latter  part  of  1848), 
the  discovery  of  gold  in  California,  with  its  accompanying 
tide  of  emigration  across  the  Isthmus  of  Panama,  changed 
the  prospects  of  this  projected  road;  and,  from  an  enter- 
prise which  looked  far  into  the  future  for  its  rewards,  it  be- 
came one  promising  immediate  returns  from  the  capital  and 
labor  invested,  and  in  which  the  people,  as  well  as  the  gov- 
ernment of  the  United  States,  must  be  immediately  and 
deeply  interested.  A  charter  was  now  granted  by  the  Leg- 
islature of  the  State  of  New  York  for  the  formation  of  a 


PANAMA    RAILROAD.  21 

stock  company,  under  which  one  million  dollars  of  stock 
was  taken — the  original  grantees  having  previously  trans- 
ferred their  contract  into  the  hands  of  this  company.  A 
large  and  experienced  party  of  engineers,  under  the  com- 
mand of  Colonel  GK  W.  Hughes,  of  the  United  States  Topo- 
graphical Corps,  were  sent  down,  in  the  early  part  of  1849, 
to  survey  and  locate  the  line  of  the  road.  The  result  of 
their  work  not  only  confirmed  the  previous  reconnoissance 
in  regard  to  the  entire  practicability  of  the  railroad,  but  an- 
other summit  gap  was  discovered  by  Mr.  J.  L.  Baldwin, 
thirty-seven  feet  lower  than  that  previously  established  by 
him,  and  a  line  was  run  from  ocean  to  ocean  not  exceeding 
fifty  miles  in  length.  The  Pacific  terminus  of  the  road  was 
located  at  the  city  of  Panama,  on  Panama  Bay,  and  the  At- 
lantic terminus  at  Navy  Bay,  on  the  Atlantic  shore. 

The  character  and  geographical  position  of  the  country 
through  which  the  line  of  the  road  had  been  carried  was 
such  as  might  well  have  made  the  hardiest  projectors  shrink 
from  attempting  its  construction.  The  first  thirteen  miles, 
beginning  at  Navy  Bay,  was  through  a  deep  morass,  cov- 
ered with  the  densest  jungle,  reeking  with  malaria,  and 
abounding  with  almost  every  species  of  wild  beasts,  noxious 
reptiles,  and  venomous  insects  known  in  the  tropics.  Far- 
ther on,  though  some  of  the  land  was  so  fair  and  beautiful 
that  the  natives  called  it  Paraiso,  the  greater  part  of  the  line 
was  through  a  rugged  country,  along  steep  hill-sides,  over 
wild  chasms,  spanning  turbulent  rivers  and  furious  mount- 
ain torrents,  until  the  summit-ridge  was  surmounted,  when 
it  descended  abruptly  to  the  shores  of  the  Pacific  Ocean. 

Situated  between  the  parallels  of  8°  and  9°  north  of  the 
equator,  a  sultry  tropical  heat  prevailed  throughout  the 
year,  nearly  half  of  which  time  the  country  was  deluged 
with  rains  that,  if  they  would  not  seriously  damage  the 
works,  were  certain  to  impede  their  progress,  and  add  great- 
ly to  the  arduous  character  of  the  undertaking.  The  whole 


22  HAND-BOOK    OF   THE 

isthmus,  though  covered  with  the  most  luxuriant  vegetative 
growth,  possessed  little  or  no  timber  sufficiently  durable  to 
be  of  use  in  the  construction  of  a  permanent  work.  The 
native  population,  composed  of  a  mongrel  race  of  Spaniards, 
Indians,  and  Negroes,  were  too  indolent  and  unaccustomed 
to  labor  to  be  depended  on  to  any  great  extent.  The  re- 
sources of  the  country  were  entirely  inadequate  for  the  sup- 
port of  laborers.  Men,  materials,  and  provisions  were  to  be 
transported  thousands  of  miles.  And  yet,  despite  all  these 
obstacles,  the  dim  glimpses  of  which  had,  at  a  previous  time, 
caused  European  capitalists  to  shrink  back  with  fear,  our 
bold  operators  at  once,  and  earnestly,  pushed  forward  this 
stupendous  enterprise. 

In  the  early  part  of  1849  a  contract  was  entered  into  with 
Messrs.  George  M.  Totten  and  John  C.  Trautwine  for  the 
construction  of  the  road.  The  services  of  these  gentlemen 
had  been  solicited  by  the  Company,  not  only  on  account  of 
their  previously  established  reputation  as  skillful  and  suc- 
cessful engineers,  but  from  having  only  a  short  time  before 
been  engaged  upon  a  work  of  considerable  magnitude  in  a 
neighboring  province — the  "Canal  del  Dique,"  connecting 
the  Magdalena  Eiver  with  the  Caribbean  Sea  at  Carthagena: 
they  had,  consequently,  a  large  experience  in  the  charac- 
ter and  resources  of  the  country,  and  the  conditions  neces- 
sary to  the  success  of  such  a  project.  The  contractors  at 
once  proceeded  to  the  Isthmus  with  a  large  force,  and  com- 
menced the  final  location  of  the  road. 

Basing  their  operations  upon  the  reconnoisance  of  Colonel 
Hughes  and  party,  a  native  town  called  Gorgona,  on  the 
Chagres  Eiver,  about  thirty  miles  from  the  Atlantic,  was 
selected  as  a  point  for  the  commencement  of  the  work. 
This  place  was  chosen  on  account  of  the  facilities  it  afford- 
ed for  communication  with  the  Atlantic  by  the  Eiver  Cha- 
gres (which  was  supposed  to  be  navigable  to  this  point  for 
vessels  of  light  draught),  by  which  men,  materials,  and  stores 


PANAMA   EAILIiOAD.  25 

could  be  transported  to  a  central  point  on  the  proposed 
road ;  and,  on  the  completion  of  the  Pacific  section,  traffic 
between  the  two  oceans  could  at  once  be  established,  while 
the  Atlantic  section  might  be  completed  at  the  leisure  or 
convenience  of  the  Company.  To  this  end,  two  steam-boats 
of  very  light  draught  were  dispatched  to  Chagres  for  the 
navigation  of  the  river.  It  was  soon  ascertained,  however, 
that  it  was  impossible  to  make  use  of  these  boats  (drawing- 
only  from  fourteen  to  eighteen,  inches  of  water),  and  that 
even  the  native  bongoes  and  canoes  were  capable  of  the 
service  only  by  great  labor  and  exposure.  In  addition  to 
this,  the  rush  of  California  travel,  which  was  then  directed 
through  this  river  as  far  as  Gorgona,  had  so  raised  the  hire 
of  the  native  boatmen  that  the  expense  of  river  transporta- 
tion was  enormously  increased.  It  was  therefore  determ- 
ined to  change  the  point  of  beginning  to  the  Atlantic  ter- 
minus of  the  road. 

Mr.  Trautwine,  after  a  careful  survey  of  the  whole  line 
of  coast  from  the  mouth  of  the  Chagres  to  the  harbor  of 
Porto  Bello,  had  located  this  terminus  at  the  island  of  Man- 
zanilla,  on  the  eastern  shore  of  the  Bay  of  Lirnon,  or  Navy 
Bay,  where  the  city  of  Aspinwall  now  stands.  It  was  also 
found  that,  instead  of  a  secluded  and  rarely-visited  region, 
where  laborers  and  materials  such  as  the  country  afforded 
were  comparatively  inexpensive,  as  was  the  case  when  the 
contract  was  framed,  and  had  been  time  out  of  mind,  it  was 
now  swarming  with  emigrants  from  all  parts  of  the  globe 
en  route  for  the  land  of  gold.  The  conditions  under  which 
the  contract  was  entered  into  were  changed,  the  whole 
morale  of  the  country  had  assumed  an  entirely  different  as- 
pect, and  it  was  evidently  impossible  to  continue  the  work 
under  the  arrangement  agreed  upon.  A  fair  representation 
of  these  things  being  made  to  the  Company  by  Messrs.  Tot- 
ten  and  Trautwine,  they  were  released  from  their  obliga- 
tions as  contractors,  and  retained  as  engineers,  the  Com- 

B 


26  HAND-BOOK   OF  THE 

pany  having  determined  to  take  charge  of  the  construction 
themselves. 

The  plan  of  commencing  at  the  Atlantic  terminus  being 
approved,  Colonel  Totten  left  for  Carthagena  to  make  ar- 
rangements for  procuring  an  increased  supply  of  laborers. 
Mr.  Trautwine,  in  company  with  Mr.  Baldwin,  as  chief  as- 
sistant engineer,  then  proceeded  to  Manzanilla  Island  with 
a  small  party,  and  commenced  clearing  in  the  month  of 
May,  1850.  This  island,  cut  off  from  the  main  land  by  a 
narrow  frith,  contained  an  area  of  a  little  more  than  one 
square  mile.  It  was  a  virgin  swamp,  covered  with  a  dense 
growth  of  the  tortuous,  water-loving  mangrove,  and  inter- 
laced with  huge  vines  and  thorny  shrubs,  defying  entrance 
even  to  the  wild  beasts  common  to  the  country.  In  the 
black,  slimy  mud  of  its  surface  alligators  and  other  reptiles 
abounded ;  while  the  air  was  laden  with  pestilential  vapors, 
and  swarming  with  sand-flies  and  musquitoes.  These  last 
proved  so  annoying  to  the  laborers  that,  unless  their  faces 
were  protected  by  gauze  veils,  no  work  could  be  done,  even 
at  midday.  Eesidence  on  the  island  was  impossible.  The 
party  had  their  quarters  in  an  old  brig  which  brought  down 
materials  for  building,  tools,  provisions,  etc.,  and  was  an- 
chored in  the  bay. 

Thus  situated,  with  a  mere  handful  of  native  assistants 
— most  of  the  original  forty  or  fifty  having  previously  de- 
serted on  account  of  the  higher  wages  and  easier  life  prom- 
ised them  by  the  Transit — Messrs.  Trautwine  and  Baldwin 
struck  the  first  blow  upon  this  great  work.  No  imposing 
ceremony  inaugurated  the  "  breaking  ground."  Two  Amer- 
ican citizens,  leaping,  axe  in  hand,  from  a  native  canoe  upon 
a  wild  and  desolate  island,  their  retinue  consisting  of  half 
a  dozen  Indians,  who  clear  the  path  with  rude  knives,  strike 
their  glittering  axes  into  the  nearest  tree ;  the  rapid  blows 
reverberate  from  shore  to  shore,  and  the  stately  cocoa 
crashes  upon  the  beach.  Thus  unostentatiously  was  an  - 


PANAMA  RAILROAD.  27 

nounced  the  commencement  of  a  railway,  which,  from  the 
interests  and  difficulties  involved,  might  well  be  looked 
upon  as  one  of  the  grandest  and  boldest  enterprises  ever 
attempted. 

"Work  upon  the  island  was  now  fairly  commenced.  A 
portion  was  cleared,  and  a  temporary  store-house  erected 
from  the  materials  on  board  the  brig.  On  the  1st  of  June 
Colonel  Totten  arrived  from  Carthagena  with  forty  natives 
of  that  province  as  laborers  for  the  work :  these  were  de- 
scendants of  the  old  Spanish  slaves,  a  peaceable  and  indus- 
trious race,  who,  from  having  been  employed  on  the  works 
in  Carthagena  for  several  years,  proved  a  valuable  accession 
to  their  forces.  Mr.  T.  was  accompanied  by  Mr.  John  L.  Ste- 
phens, the  president  of  the  Company,  who  was  on  his  re- 
turn from  Bogota,  where  he  had  been  to  obtain  some  im- 
portant revisions  in  the  contract.  "With  their  increased 
corps  the  clearing  progressed  rapidly ;  but  the  rainy  season 
soon  setting  in,  the  discomforts  to  which  they  were  subject- 
ed were  very  great.  The  island  was  still  uninhabitable, 
and  the  whole  party  were  forced  to  live  on  board  the  brig, 
which  was  crowded  to  its  utmost  capacity.  Here  they  were 
by  no  means  exempt  from  the  causes  which  deterred  them 
from  living  on  shore,  for  below  decks  the  vessel  was  alive 
with  musquitoes  and  sand-flies,  which  were  a  source  of  such 
annoyance  and  suffering  that  almost  all  preferred  to  sleep 
upon  the  deck,  exposed  to  the  drenching  rains,  rather  than 
endure  their  attacks.  In  addition  to  this,  most  of  their 
number  were  kept  nauseated  by  the  ceaseless  motion  of  the 
vessel.  Labor  and  malarious  influences  during  the  day, 
exposure  and  unrest  at  night,  soon  told  upon  their  health, 
and  in  a  short  time  more  than  half  the  party  were  attacked 
with  malarious  fevers.  Having  neither  a  physician  nor  any 
comfortable  place  of  rest,  their  sufferings  were  severe.  At 
this  time  the  hull  of  a  condemned  steam -boat — the  Telegraph 
—lying  at  Chagres,  was  purchased,  and  sent  down  as  a  resi- 


28  HAND-BOOK  OF   THE 

dence.  This  proved  a  vast  improvement  upon  the  accom- 
modations afforded  by  the  brig,  but  still  annoyance  from 
the  insects  was  at  times  almost  insupportable. 

In  the  latter  part  of  June  Mr.  Totten  again  left  for  Car- 
thagena  to  procure  more  men,  and  Messrs.  Stephens  and 
Trautwine  returned  to  New  York  to  digest  farther  plans 
of  procedure.  The  work  was  left  in  charge  of  Mr.  Baldwin, 
who  continued  the  clearing  with  his  crippled  forces  until 
the  latter  part  of  the  following  month,  when  Mr.  Totten  re- 
turned with  fifty  more  laborers.  Surveys  of  the  island  and 
adjacent  country  were  now  pushed  vigorously  onward.  It 
was  in  the  depth  of  the  rainy  season,  and  the  working  par- 
ties, in  addition  to  being  constantly  drenched  from  above, 
were  forced  to  wade  in  from  two  to  four  feet  of  mud  and 
water,  over  the  mangrove  stumps  and  tangled  vines  of  the 
imperfect  openings  cut  by  the  natives,  who,  with  their  ma- 
chetas,  preceded  them  to  clear  the  way.  Then,  at  night, 
saturated  and  exhausted,  they  dragged  themselves  back  to 
their  quarters  in  the  Telegraph,  to  toss  until  morning  among 
the  pitiless  insects.  Numbers  were  daily  taken  down  with 
fever ;  and,  notwithstanding  that  the  whole  working  party 
was  changed  weekly,  large  accessions  were  constantly  need- 
ed to  keep  up  the  required  force.  The  works  were  altern- 
ately in  charge  of  Messrs.  Totten  and  Baldwin,  one  attend- 
ing to  the  duty  while  the  other  recuperated  from  his  last 
attack  of  fever.  In  the  month  of  July  Mr.  Trautwine  re- 
turned with  a  surgeon — Dr.  Totten,  a  brother  of  the  colonel 
— and  several  assistant  engineers.  About  fifty  Irishmen 
also  arrived  soon  after  from  New  Orleans. 

The  line  had  already  been  located  for  two  and  a  half 
miles,  and  decided  upon  for  two  miles  farther.  It  was  so 
laid  out  as  to  strike  a  range  of  small  hills  half  a  league  from 
the  terminus,  when  it  again  stretched  into  the  deep  morass. 
The  distance  now  required  to  be  traversed  from  the  work 
to  the  terminus  was  so  great,  and  attended  with  so  much 


PANAMA   RAILROAD.  #1 

fatigue  and  loss  of  time,  that  it  was  determined  to  erect  a 
shanty  for  Mr.  Baldwin  and  party  in  the  swamp.  The  lum- 
ber for  this  was  dragged  on  the  backs  of  the  men  for  more 
than  three  miles.  Here  was  erected  the  first  dwelling- 
house,  built  of  rude  boards,  high  upon  the  stumps  of  trees, 
to  raise  it  above  the  waters  of  the  swamp ;  and  in  the  heart 
of  this  dank,  howling  wilderness  our  hardy  pioneers  took 
up  their  abode. 

Large  parties  of  mechanics  and  laborers  were  now  con- 
stantly arriving  from  Jamaica,  Carthagena,  and  the  United 
States,  so  that  the  quarters  on  board  the  hulk  were  no  lon- 
ger adequate  to  house  them.  The  insects  had  greatly  di- 
minished in  numbers  as  the  clearing  progressed,  and  shan- 
ties were  erected  on  the  high  ground  before  alluded  to  for 
the  accommodation  of  the  laborers.  In  August,  1850,  the 
work  of  construction  was  commenced  at  this  place.  An- 
other station  was  also  established  eight  miles  distant,  oppo- 
site to  the  native  town  of  Gatun,  on  the  bank  of  the  Chagres 
River,  which  was  navigable  to  this  point;  and  two  of  the 
Company's  vessels  arriving,  laden  with  machinery,  building 
material,  and  stores,  they  were  debarked  here,  and  the  work 
of  piling  and  grading  was  carried  on  from  this  station  to- 
ward the  terminus.  The  number  of  men  now  employed  on 
both  stations  was  between  three  and  four  hundred,  among 
whom  were  many  mechanics.  The  construction  and  sur- 
veys for  a  time  progressed  with  vigor,  and  comfortable 
dwellings  and  hospitals  were  erected ;  but  sickness,  caused 
by  exposure  to  the  incessant  rains,  working  waist-deep  in 
the  water,  and  in  an  atmosphere  saturated  with  malarious 
poison,  soon  made  such  sad  inroads  among  them  that,  in  a 
few  weeks,  more  than  half  their  number  were  on  the  hos- 
pital records,  and,  either  frightened  by  the  fevers  or  seduced 
by  higher  wages  offered  on  the  California  Transit,  so  many 
of  the  remnant  deserted  that  the  work  came  to  a  pause. 
Here  the  bravest  might  well  have  faltered,  and  even  turned 


32  HAND-BOOK    OF  THE 

back  from  so  dark  a  prospect  as  was  then  presented  to  the 
leaders  of  this  forlorn  hope ;  but  they  were  men  whom  per- 
sonal perils  and  privations  could  not  daunt,  whose  energy 
and  determination  toil  and  suffering  could  not  vanquish. 
Even  in  this  apparent  cessation  of  labor  they  were  not  idle; 
but,  pushing  off  into  the  neighboring  islands  and  provinces, 
they  collected  recruits  in  such  numbers  that  but  a  few  weeks 
had  passed  before  the  work  was  again  forced  onward.  Col- 
onel Totten  now  assumed  the  direction  of  the  work,  and 
Mr.  Center,  the  vice-president  of  the  Company,  repaired  to 
the  Isthmus  to  co-operate  with  him  in  the  rapid  advance- 
ment of  the  enterprise,  so  that  by  December  over  a  thou- 
sand laborers  were  employed.  With  the  commencement 
of  the  dry  season  the  sickliness  abated,  the  hospitals  were 
soon  cleared,  and  by  April,  1851,  a  large  portion  of  the  road 
between  the  terminus  and  Gatun  was  completed.  The  line 
had  been  located  to  Barbacoas,  sixteen  miles  farther  on, 
while  Mr.  J.  C.  Campbell,  chief  assistant  engineer,  was  act- 
ively employed  in  extending  the  location  toward  Panama, 
and  work  had  been  commenced  at  several  intervening 
points. 

Docks  had  been  constructed  at  Navy  Bay,  and  vessels 
were  almost  daily  arriving  from  Jamaica  and  Carthagena 
with  laborers,  and  from  New  York  with  stores,  machinery, 
and  materials  for  the  road.  .  On  the  first  day  of  October, 
1851,  a  train  of  working  cars,  drawn  by  a  locomotive,  passed 
over  the  road  as  far  as  Gatun.  In  the  following  month  two 
large  steam-ships,  the  Georgia  and  Philadelphia,  arrived  at 
the  open  roadstead  of  Chagres  with  passengers  from  the 
United  States  en  route  for  California  via  the  Chagres  Eiver 
Transit ;  but  the  weather  was  so  tempestuous  that,  after  sev- 
eral lives  had  been  lost  in  attempting  to  effect  a  landing, 
they  were  forced  to  take  refuge  in  the  harbor  of  Navy  Bay. 
It  was  then  proposed  that,  instead  of  waiting  for  fair  weather 
in  order  to  return  to  Chagres,  the  passengers  should  be 


PANAMA   KAILROAD.  88 

transported  over  the  railroad  to  Gatun,  from  whence  they 
could  proceed  up  the  river  in  bongoes  as  usual.  There  was 
not  yet  a  single  passenger  car  on  the  road :  an  accident  like 
the  present  had  never  been  included  in  the  calculations  of 
the  Company.  Every  objection  was,  however,  soon  over- 
ruled by  the  anxious  emigrants,  over  one  thousand  in  num- 
ber, who  were  then  disembarked  and  safely  transported  on 
a  train  of  working  cars  to  the  Eio  Chagres  at  Gatun. 

At  about  this  time  the  affairs  of  the  Company  in  New 
York  looked  very  dark  and  unpromising.  The  first  sub- 
scription of  one  million  dollars  of  stock  was  expended,  and 
the  shares  had  gone  down  to  a  low  figure.  The  directors 
were  obliged  to  keep  the  work  moving,  at  an  enormous  ex- 
pense, on  their  own  individual  credit.  Never  since  the  com- 
mencement of  the  undertaking  had  its  supporters  been  more 
disheartened;  but  on  the  return  of  the  Georgia  to  New 
York,  carrying  news  that  the  California  passengers  had 
landed  at  Navy  Bay  instead  of  Chagres,  and  had  traveled 
over  a  portion  of  the  Panama  Kail  way,  its  friends  were  in- 
spired with  renewed  hope,  the  value  of  its  stock 'was  en- 
hanced, and  the  steadfast  upholders  of  the  work  were  re- 
lieved from  the  doubts  and  anxieties  that  had  well-nigh 
overwhelmed  them. 

Up  to  this  time  the  settlement  around  the  terminus  at 
Navy  Bay  had  been  without  a  distinctive  name :  it  was 
now  proposed  by  Mr.  Stephens,  the  president  of  the  Com- 
pany, that  it  should  commemorate  the  services  of  one  of  the 
originators  and  unswerving  friends  of  the  road.  On  the 
2d  of  February,  1852,  it  was  formally  inaugurated  us  a  city, 
and  named  ASPINWALL.  The  works  during  this  season 
progressed  with  rapidity,  for  great  numbers  of  laborers  were 
constantly  arriving,  and  the  mail-steamers,  which  now  came 
regularly  to  Navy  Bay,  as  regularly,  on  their  return,  car- 
ried away  the  sick  and  disabled.  By  March  the  road  was 
completed  to  a  station  on  the  Kio  Chagres  called  Bujio  Sol- 

B  2 


34:  HAND-BOOK   OF   THE 

dado,  eight  miles  beyond  Gatun,  and  passenger  trains  ran 
in  connection  with  every  steamer ;  by  the  6th  of  July  it  was 
pushed  on  to  Barbacoas,  at  which  point  the  course  of  the 
road  was  intersected  by  the  Chagres  River,  making  a  total 
distance  from  the  city  of  Aspinwall  of  twenty-three  miles. 

Thus  far  the  work  had  cost  much  more  than  was  antici- 
pated. In  the  hope  of  constructing  the  remainder  more 
economically,  it  was  decided  by  the  Board  of  Directors  to 
complete  the  road  from  Barbacoais  to  Panama  by  contract. 
Accordingly,  an  agreement  was  entered  into  with  Minor  C. 
Story,  as  principal,  to  complete  the  work.  The  death  of 
the  lamented  president  of  the  Company,  Mr.  John  L,  Ste- 
phens, took  place  at  this  time.  From  the  very  inception  of 
the  original  contract  he  had  devoted  to  the  enterprise  his 
active  and  intelligent  mind  with  a  zeal  that  knew  no  fal- 
tering. Much  of  his  time  had  been  spent  amid  the  dangers 
and  hardships  of  the  wilderness  through  which  it  was  pro- 
jected, and  his  loss  was  deeply  deplored  by  the  Company. 
Mr.  William  C.  Young  was  appointed  his  successor. 

The  work  under  the  contract  for  construction  had  been 
commenced  by  the  attempted  erection  of  a  bridge  across  the 
Chagres  River  at  Barbacoas.  The  river  at  this  point  was 
about  three  hundred  feet  in  width,  flowing  through  a  deep 
and  rocky  channel,  and  subject  to  sudden  and  resistless 
freshets,  often  rising  forty  feet  in  a  single  night :  the  bridge 
was  nearly  completed  when  one  span  was  swept  away. 
Work  was  again  commenced  upon  it,  as  well  as  upon  sev- 
eral sections  of  the  road  between  this  point  and  the  Pacific 
terminus.  At  times  there  was  a  force  of  several  hundred 
men  employed ;  but  they  were  mostly  Irish,  unable  to  en- 
dure the  effects  of  the  climate,  and,  being  also  badly  cared 
for,  their  numbers  were  soon  so  thinned  by  sickness  and 
death  that  the  contractor  found  himself  unable  to  accom- 
plish any  part  of  the  contract  for  the  price  agreed  upon. 
The  work  faltered,  and  at  last  stopped  almost  entirely ;  so 


PANAMA   KAILROAD.  30 

that  when  a  year  had  expired  not  only  was  the  bridge  still 
unfinished,  but  not  a  tenth  part  of  the  work  under  the  con- 
tract was  completed,  and  the  Company  were  obliged  again 
to  take  the  enterprise  into  their  own  hands,  and  carry  it  on 
by  the  same  system  pursued  before  the  unfortunate  con- 
tract was  entered  into.  Mr.  Young  now  resigned  the  pres- 
idency, and  Mr.  David  Hoadley  (the  present  president)  was 
appointed  his  successor — a  gentleman  who  deservedly  en- 
joys the  respect  and  confidence  not  alone  of  the  Company 
which  he  represents,  but  also  of  the  entire  commercial  com- 
munity. 

Valuable  time  had  been  lost  from  the  delay  occasioned 
by  the  non-fulfillment  of  the  late  contract.  Not  disheart- 
ened, however,  the  Company  now  redoubled  their  exer- 
tions, determined,  if  possible,  to  retrieve  the  error.  Their 
working  force  was  increased  as  rapidly  as  possible,  drawing 
laborers  from  almost  every  quarter  of  the  globe.  Irishmen 
were  imported  from  Ireland,  Coolies  from  Hindostan,  Chi- 
namen from  China.  English,  French,  Germans,  and  Aus- 
trians,  amounting  in  all  to  more  than  seven  thousand  men, 
were  thus  gathered  in,  appropriately  as  it  were,  to  construct 
this  highway  for  all  nations.  It  was  now  anticipated  that, 
with  the  enormous  forces  employed,  the  time  required  for 
the  completion  of  the  entire  work  would  be  in  a  ratio  pro- 
portionate to  the  numerical  increase  of  laborers,  all  of  whom 
were  supposed  to  be  hardy,  able-bodied  men.  But  it  was 
soon  found  that  many  of  these  people,  from  their  previous 
habits  and  modes  of  life,  were  little  adapted  to  the  work 
for  which  they  were  engaged.  The  Chinamen,  one  thou- 
sand in  number,  had  been  brought  to  the  Isthmus  by  the 
Company,  and  every  possible  care  taken  which  could  con- 
duce to  their  health  and  comfort.  Their  hill-rice,  their  tea, 
and  opium,  in  sufficient  quantity  to  last  for  several  months, 
had  been  imported  with  them — they  were  carefully  housed 
and  attended  to — and  it  was  expected  that  they  would  prove 


8(j  HAND-BOOK   OF   THE 

efficient  and  valuable  men.  But  they  had  been  engaged 
upon  the  work  scarcely  a  month  before  almost  the  entire 
body  became  affected  with  a  melancholic,  suicidal  tendency, 
and  scores  of  them  ended  their  unhappy  existence  by  their 
own  hands.  Disease  broke  out  among  them,  and  raged  so 
fiercely  that  in  a  few  weeks  scarcely  two  hundred  remained. 
The  freshly -imported  Irishmen  and  Frenchmen  also  suffer- 
ed severely,  and  there  was  found  no  other  resource  but  to 
reship  them  as  soon  as  possible,  and  replenish  from  the 
neighboring  provinces  and  Jamaica,  the  natives  of  which 
(with  the  exception  of  the  Northmen  of  America)  were 
found  best  able  to  resist  the  influences  of  the  climate.  Not- 
withstanding these  discouragements,  and  many  others  too 
numerous  to  be  narrated  within  the  compass  of  this  brief 
sketch,  the  work  continued  to  advance,  so  that  by  January, 
1854,  the  summit-ridge  was  reached,  distant  from  the  At- 
lantic terminus  thirty-seven  miles,  and  eleven  miles  from 
the  city  of  Panama. 

Simultaneously  with  the  operations  toward  the  Pacific,  a 
large  force  was  established  at  Panama,  under  the  superin- 
tendence of  Mr.  J.  Young,  one  of  the  Company's  most  ef- 
ficient and  energetic  officers,  and  the  road  was  pushed  rapid- 
ly onward,  over  the  plains  of  Panama,  through  the  swamps 
of  Corrisal  and  Correndeu,  and  up  the  valley  of  the  Eio 
Grande,  to  meet  the  advancing  work  from  the  Atlantic 
side ;  and  on  the  27th  day  of  January,  1855,  at  midnight, 
in  darkness  and  rain,  the  last  rail  was  laid,  and  on  the  fol- 
lowing day  a  locomotive  passed  from  ocean  to  ocean. 

The  entire  length  of  the  road  was  47  miles  3.020  feet, 
with  a  maximum  grade  of  sixty  feet  to  the  mile.  The  sum- 
mit grade  was  258^^-  feet  above  the  assumed  grade  at  the 
Atlantic,  and  242T7Tr  above  the  assumed  grade  at  the  Pacific 
terminus,  being  263T-g1J  feet  above  the  mean  tide  of  the  At- 
lantic Ocean,  and  the  summit-ridge  two  hundred  and  eighty- 
seven  feet  above  the  same  level.  Commencing  at  the  city 


ANCIENT   BRIDGE  AT  OLD  PANAMA. 


PANAMA   RAILROAD.  39 

of  Aspinwall,  on  Limon  or  Navy  Bay,  the  Atlantic  terminus 
of  the  road,  latitude  9°  21'  23"  K  and  longitude  79°  53' 
52"  W.,  the  road  skirted  the  western  shore  of  the  island  of 
Manzanilla  for  about  three  quarters  of  a  mile,  then  bent 
to  the  east,  and  crossed  the  channel  which  separates  the 
island  from  the  main  land  at  a  point  nearly  central  of  the 
breadth  of  the  island,  thence  around  the  southern  and 
eastern  shore  of  Navy  Bay  until  it  reached  the  small  river 
Mindee,  cutting  off  abend  of  this  river  about  one  thousand 
feet  from  its  mouth ;  then  it  stretched  across  the  peninsula 
formed  by  this  bay  and  the  Eiver  Chagres  up  to  the  mouth 
of  the  Eiver  Obispo,  one  of  its  branches,  seldom,  however, 
following  the  tortuous  course  of  that  stream,  but  cutting 
across  its  bends,  and  touching  it  only  at  intervals  of  two  or 
three  miles.  The  line  continued  upon  the  right  or  easterly 
bank  of  the  Chagres  as  far  as  Barbacoas  (twenty-five  miles 
from  Aspinwall),  where  it  crossed  that  river  by  a  wooden 
bridge  six  hundred  and  twenty -five  feet  in  length ;  from 
thence  it  followed  the  left  bank  of  the  Chagres  to  the  mouth 
of  the  Obispo  Eiver,  thirty-one  miles  from  the  Atlantic  ter- 
minus, leaving  the  native  town  of  Gorgona  on  the  left.  Aft- 
er striking  the  Obispo,  the  line  followed  the  valley  of  this 
stream  to  its  head  in  the  summit-ridge,  which  it  reached  37| 
miles  from  the  Atlantic  and  10^  miles  from  the  Pacific  ter- 
minus. The  lower  part  of  the  valley  of  the  Obispo,  being 
crooked  and  bound  in  by  precipitous  hills,  compelled  the 
line  to  cross  the  stream  twice  within  the  first  mile,  when  it 
passed  the  summit-ridge  by  a  cut  one  fourth  of  a  mile  in 
length  and  twenty -four  feet  in  depth,  and  then  struck  the 
head  waters  of  the  Eio  Grande,  which  flows  into  the  Pa- 
cific Ocean.  Following  the  left  bank  of  this  stream,  and  de- 
scending by  a  grade  of  sixty  feet  to  the  mile  for  the  first 
four  miles,  the  line  crossed  the  rivers  Pedro  Miguel,  Caimi- 
tillo,  and  Cardenas,  near  their  entrance  into  the  Eio  Grande ; 
thence  it  stretched  across  the  savannas  of  Corrisal  and  the 


4:0  HAXD-BOOK   OF   THE 

swamps  of  Correndeu,  and  cut  through  a  spur  of  Mount 
Ancon,  leaving  the  main  elevation  to  the  right,  and  reach- 
ed the  Pacific  Ocean  at  Play  a  Prieta,  the  northern  suburb 
of  the  city  of  Panama. 

Eour  tracks  were  laid  at  the  Atlantic  and  three  at  the 
Pacific  terminus,  and  the  line  of  the  road  was  well  supplied 
with  sidings  and  machinery  for  reversing  locomotives.  A 
machine  shop  one  hundred  and  fifty  feet  long  by  fifty  wide, 
stocked  with  first  class  machinery,  sufficient  to  do  all  the 
repairs  required  for  the  road,  was  in  operation  at  Aspinwall ; 
also  a  blacksmith's  shop,  containing  six  suitable  forges,  and 
a  brass  foundry,  with  a  small  cupola  for  iron  castings. 
There  was  also  a  car-repair  shop,  one  hundred  feet  long  by 
eighty  feet  wide,  a  freight-house  and  passenger  depot  at 
either  terminus,  and  suitable  buildings  for  the  accommoda- 
tion of  the  employes  of  the  Company. 

A  pier  of  four  hundred  and  fifty  feet  in  length  was  con- 
structed at  the  Panama  terminus,  which  gave  greatly  in- 
creased facilities  for  embarking  and  landing  passengers  and 
freight,  and  a  steam-tug  was  substituted  for  the  lighters  and 
small  boats  which  had  been  previously  used  for  transporta- 
tion between  ship  and  shore,  a  distance  of  two  and  a  half 
miles.  The  Company  owned,  by  purchase,  fourteen  acres  of 
land,  having  a  front  of  five  hundred  feet  on  the  bay.  The 
Company  also  obtained  by  purchase,  in  connection  with  the 
Pacific  Mail  Steam-ship  Company,  a  group  of  four  islands 
in  the  Bay  of  Panama,  about  two  and  a  half  miles  from  the 
city,  affording  good  shelter  and  anchorage  for  vessels  of  the 
largest  class,  and  well  supplied  with  good  springs  of  water. 

But  the  road  at  this  time,  though  in  working  order  and 
performing  a  large  and  daily-increasing  service,  was  by  no 
means  actually  completed.  Much  of  the  work,  especially 
on  the  Pacific  division,  was  of  a  temporary  character; 
streams  were  crossed  on  temporary  trestles,  many  of  them 
of  timber  procured  from  the  adjoining  woods,  and  which  it 


PANAMA   RAILROAD.  41 

was  known  would  not  last  more  than  six  or  eight  months ; 
deep  ravines,  requiring  embankments  from  twenty  to  eighty 
feet  in  height  (which  it  was  found,  from  the  nature  of  the 
adjoining  soil,  as  well  as  from  the  amount  of  work  involved 
in  filling  them,  would  delay  the  laying  of  the  track  for 
many  months),  were  crossed  on  temporary  trestle-work,  in 
order  to  obtain  the  advantage  of  immediate  communication 
between  the  two  oceans  by  rail,  thereby  saving  the  thou- 
sands of  men,  women,  and  children,  who  were  then  crossing 
the  Isthmus  every  month,  the  thirteen  miles  of  mule-ride 
over  a  dangerous  path,  as  well  as  the  almost  incredible  hard- 
ships and  perils  to  which  they  were  subjected. 

The  difficulty  and  expense  of  keeping  the  road  open  in 
this  state  was  very  great ;  but,  while  this  was  safely  accom- 
plished, the  work,  under  the  energetic  and  skillful  manage- 
ment of  Messrs.  Totten  and  Center,  rapidly  assumed  a  per- 
manent character;  firm  and  thoroughly  secured  embank- 
ments took  the  place  of  the  trestle-work ;  for  the  temporary 
bridges  were  substituted  heavy  iron  substantial  structures, 
with  abutments  of  stone. 

Some  idea  of  the  magnitude  of  the  bridge  and  culvert 
work  may  be  obtained  when  it  is  known  that  the  water- 
ways on  the  route  were  no  less  than  one  hundred  and  sev- 
enty in  number,  viz.,  one  hundred  and  thirty-four  culverts, 
drains,  and  bridges  ten  feet  and  under,  the  remaining 
bridges  ranging  from  twelve  to  six  hundred  and  twenty- 
five  feet  in  breadth. 

The  iron  bridge  across  the  Chagres  at  Barbacoas  may  be 
taken,  for  its  great  strength  and  durability,  as  the  type  of 
all  like  structures  on  the  line  of  the  road.  This  bridge  was 
composed  of  six  spans  of  over  a  hundred  feet  each,  built  of 
boiler  iron,  with  a  top  and  bottom  chord  two  feet  in  breadth 
and  one  inch  in  thickness,  and  joined  together  by  a  web  of 
boiler  iron  nine  feet  in  height  at  the  centre  and  seven  feet 
at  the  ends.  The  track  was  laid  on  iron  floor-girders  three 
feet  apart,  and  the  whole  structure  supported  by  five  piers 


HAND-BOOK   OF   THE 


and  two  abutments  of  hewn  stone  twenty-six  feet  wide  and 
eight  feet  in  thickness,  increasing  in  the  proportion  of  an 
inch  to  the  foot  down  to  their  foundations,  which  were  con- 
structed of  piles  and  concrete. 

The  ballasting,  which  was,  however,  previously  well  un- 
der way,  was  carried  on  and  completed  throughout  the  en- 
tire line  of  the  road  in  the  most  substantial  manner,  and 
the  rapidly  decaying  spruce,  pine,  and  native  wood  ties 
were  removed,  and  replaced  with  ties  of  lignum- vitse,  im- 
ported from  the  province  of  Carthagena.  Additional 
buildings  for  the  accommodation  of  freight  and  passengers 
were  erected  at  the  Pacific  terminus,  to  meet  the  wants  of 
a  greatly  increased  business,  and  at  the  Atlantic  terminus 
new  and  commodious  wharves  were  built,  besides  a  massive 
stone  warehouse  three  hundred  feet  long  by  eighty  wide, 
the  stone  taken  from  quarries  along  the  line  of  the  road. 
Large  and  commodious  station-houses,  for  the  use  of  the 
local  superintendents,  were  erected  at  intervals  of  four 
miles  along  the  entire  line,  and  an  electric  telegraph  was 
established  between  the  termini  for  the  use  of  the  Com- 
pany. These,  besides  many  other  improvements,  in  reduc- 
ing grades*  and  straightening  curves,  were  accomplished 

*     TABLE  OF  THE  GRADES  FROM  ASPINWALL  TO  PANAMA. 


Rate  of  grade  per  mile 
in  feet. 

Length  of  grade 
in  feet. 

Rate  of  grade  per  mile 
in  feet. 

Length  of  grade 
in  feet. 

Level. 

123,539 

24.82 

418 

2.64 

1,000 

26.40 

13,600 

5.28 

1,900 

30.00 

8,868 

7.92 

1,500 

30.25 

1,936 

8.45 

2,500 

31.68 

1,100 

9.24 

3,100 

34.15 

1,400 

10.56 

13,313 

36.00 

2,200 

12.H 

2,600 

36.96 

2,396 

12.41 

4,300 

37.49 

1,916 

13.20 

6,500 

38.54 

1,707 

15.10 

2,100 

46.20 

3,430 

15.84 

3,700 

47.30 

3,250 

17.42 

200 

52.80 

6,300 

19.01 

1,400 

58.87 

3,355 

20.60 

4,900 

60.00 

20,107 

21.12 

4,595 

71,983 

23.25 

2,052 

* 

179,199 

179,199 

251,182 

THE  CABILDO  AT  PANAMA. 


•  PANAMA   KAILROAD.  45 

during  the  two  years  following  trie  opening  of  the  road  in 
1855,  involving  an  additional  expenditure  of  nearly  two 
millions  of  dollars.  This  great  expenditure  was  not,  how- 
ever, incurred  without  satisfactory  proof  that  the  enterprise 
would  equal,  in  its  pecuniary  advantages,  all  the  calcula- 
tions which  had  been  made  in  regard  to  its  increase  of  rev- 
enue. Up  to  the  opening  of  the  road  in  1855,  that  is  to 
say,  from  the  running  of  the  first  passenger  train  in  1852, 
the  amount  received  for  the  transportation  of  passengers  and 
freight  was  $2,125,232  31.  See  Appendix  B,  p.  61,  et  seq. 

From  1857  the  Company  were  actively  engaged  in  estab- 
lishing every  needful  arrangement  and  improvement  which 
was  found  necessary  to  facilitate  the  perfect  working  of  the 
road.  Side  tracks  at  either  terminus  were  added  to  meet 
its  increased  requirements ;  the  wharves  at  Aspinwall  were 
improved  and  covered,  and  substantial  bulk-heads  were 
erected  over  a  considerable  portion  of  the  frontage  of  the 
port.  Much  of  the  low  ground  on  the  island  was  filled  in 
and  laid  out  into  streets,  and  many  buildings  erected.  In 
addition  to  this,  an  immense  reservoir  was  in  process  of  con- 
struction on  the  site  of  a -natural  basin  some  two  miles  dis- 
tant, from  which  water  was  to  be  conveyed  in  iron  pipes  to 
Aspinwall  for  the  use  of  the  town  and  shipping ;  and  a  sub- 
stantial iron  light-house,  sixty  feet  in  height,  and  furnished 
with  a  Fresnel  light,  was  substituted  for  the  wooden  struc- 
ture at  the  western  side  of  the  entrance  to  the  port.  At 
Panama  the  wooden  pier  was  replaced  by  one  of  iron  four 
hundred  and  fifty  feet  in  length,  and  steam-tugs  for  towage, 
and  several  iron  launches,  each  of  one  hundred  tons  burthen, 
were  added  to  the  facilities  for  the  transhipment  of  goods  be- 
tween ship  and  shore.  These  were  the  principal  works  and 
improvements  up  to  January,  1859,  when  the  construction 
account  of  the  road  was  closed,  showing  its  entire  cost  up  to 
that  date  to  have  been  eight  millions  of  dollars. 

The  gross  earnings  of  the  road  up  to  that  time  amounted 


46  HAND-BOOK   OF   THE 

to  eight  millions  one  hundred  and  forty-six  thousand  six 
hundred  and  five  dollars. 

The  running  expenses,  together  with  depreciation  in  iron, 
ties,  buildings,  etc.,  amounted  to  $2,174,876  51,  leaving  a 
balance  of  $5,971,728  66  as  the  legitimate  returns  for  the 
money  invested  in  the  road  in  a  period  of  seven  years,  dur- 
ing the  first  of  which  but  twelve  miles  were  in  operation, 
the  second  twenty -three,  the  third  thirty-one :  only  for  the 
last  four  years  was  the  road  in  use  throughout  its  entire 
extent. 

Out  of  these  receipts,  the  directors  of  the  Company,  hav- 
ing paid  the  regular  interest  on  all  mortgage  and  other 
bonds,  a  ten  per  cent,  dividend  to  stockholders  in  1852, 
one  of  seven  per  cent,  in  each  of  the  years  1853  and  '54, 
and  one  of  twelve  per  cent,  for  every  succeeding  year, 
showed  a  balance  of  $529,041  50,  besides  a  sinking  fund 
of  $153,395  83,  and  no  floating  debt. 

The  increase  in  the  receipts  from  the  commencement  of 
the  road  was  as  follows : 

From  December,  1852,  12  miles  open,'! 

To  "          1853,  23     "        "     )  ^     ' 

From  1853  to  1854,  31  miles  open,  $131,143  91. 

From  1854  to  1855,  opening  of  the  entire  road,  $ 645,497  29. 

From  1855  to  1858  showed  an  increase  of  $416,006  84  ;   and 

From  1858  to  1859,  an  increase  above  that  of  $419,477  93. 

(For  a  particular  statement  of  items  of  expenditure  and  income,  see 
Appendix  B,  page  61,  et  seq.) 

HEALTH  OF  THE  ISTHMUS. 

It  may  interest  the  general  reader  to  know  that  more  than 
196,000  passengers  have  been  transported  over  the  road 
during  the  five  years  ending  in  December,  1859,  and  it  is 
not  known  that  a  single  case  of  sickness  has  occurred  dur- 
ing or  in  consequence  of  the  transit  since  the  entire  open- 
ing of  the  road  in  1855.  The  diseases  contracted  by  per- 
sons in  transit  previous  to  that  time  were  of  a  purely  ma- 


PANAMA  RAILROAD.  49 

larious  character,  and  identical  with  the  intermittent  (fever 
and  ague)  and  bilious  fevers  of  the  Western  States,  always 
found  resulting  from  great  exposure  and  fatigue,  so  often 
unavoidable  while  the  transit  was  performed  upon  mules 
and  in  open  boats,  occupying  from  two  to  five  days,  the 
traveler  frequently  obliged  to  live  upon  the  vilest  food,  and 
sleep  upon  the  wet  ground  or  in  the  but  little  less  comfort- 
less huts  of  the  natives ;  the  comfortable  railway  carriage, 
and  the  passage  from  ocean  to  ocean  reduced  to  three  hours, 
having  fully  demonstrated  a  perfect  immunity  to  the  trav- 
eler from  all  those  varieties  of  sickness  long  popularly  rec- 
ognized under  the  head  of  Panama  Fever.  The  sanitary 
condition  not  only  of  Aspinwall,  but  of  the  country  along 
the  entire  line  of  the  road,  has  also  been  improved  by  the 
filling  in  and  draining  of  the  swamp  and  low  land  to  such 
a  degree  that  the  congestive  forms  of  fever  among  the  la- 
borers and  residents  which,  during  the  earlier  days  of  the 
road,  were  the  chief  causes  of  mortality,  are  now  rarely  met 
with,  and  the  whole  line  of  the  transit  will,  in  point  of 
healthiness,  compare  favorably  with  many  of  the  equally 
recent  settlements  in  the  Western  States. 

SAFETY  TO  PROPERTY. 

The  amount  of  specie  conveyed  over  the  road  from  1855 
to  1860  was  over  three  hundred  millions  of  dollars,  without 
the  loss  of  a  single  dollar  ;  and  during  the  same  period  there 
were  sent  over  the  road  nearly  100,000  bags  of  mail  matter 
(the  greater  part  of  which  consisted  of  mails  between  the 
Atlantic  States  and  California),  not  one  of  which  was  lost. 
And  of  the  many  thousands  of  tons  of  freight  which  have 
been  transported  over  the  Panama  Railroad  since  it  was 
first  opened,  the  losses  by  damage  and  otherwise  do  not  ex- 
ceed five  thousand  dollars. 

C 


50  HAND-BOOK   OF   THE 

SOURCES  OF  BUSINESS. 

Erroneous  impressions  in  regard  to  the  sources  from 
whence  the  business  of  the  Panama  Eailroad  is  derived  pre- 
vail extensively  even  among  intelligent  business  men  and 
members  of  our  national  councils,  many  regarding  it  as  en- 
tirely dependent  upon  our  trade  with  California.  The  fact 
seems  to  be  overlooked  that  while  California  has  a  popula- 
tion estimated  at  only  500,000,  the  population  of  Central 
America  is  over  2,000,000 ;  and  that  that  portion  of  South 
America,  whose  only  means  of  communicating  with  the  At- 
lantic is  either  by  the  Isthmus  of  Panama  or  around  Cape 
Horn,  contains  nearly  8,000,000,  and  that  regular  and  di- 
rect steam  marine  communication  exists  between  those  coun- 
tries and  the  Panama  Eailroad. 

The  fact  that  up  to  the  establishment  of  the  Isthmus 
Eailroad  the  trade  of  South  and  Central  America  had  been 
carried  on  almost  exclusively  with  Europe  (that  between 
the  United  States  and  those  countries  being  estimated  at 
less  than  ten  per  cent,  of  the  whole)  has  prevented  its  mag- 
nitude and  importance  from'vbeing  fully  appreciated  by  the 
American  people. 

Careful  estimates,  however,  show  that  the  value  of  the 
trade  of  these  countries  to  and  from  the  Atlantic  exceeds 
$60,000,000  per  annum.  The  managers  of  the  Panama 
Eailroad  Company,  from  its  earliest  existence,  were  aware 
of  that  important  circumstance,  and  looked  confidently  to 
the  business  of  those  regions  already  existing,  and  that 
which  would  undoubtedly  be  developed  by  the  facilities 
afforded  by  the  railroad,  as  one  of  the  surest  elements  in  its 
ultimate  and  permanent  success. 

It  was  not  lost  sight  of  that  the  European  trade  (as  far 
as  European  influence  extended)  would  cling  tenaciously 
to  its  circuitous  track  around  Cape  Horn,  fully  aware  that, 
when  the  business  was  turned  into  the  direct  route  across 


PANAMA  RAILROAD.  51 

the  Isthmus,  a  large  portion  of  the  trade  would  be  inevita- 
bly directed  to  the  nearer  markets  of  the  United  States ; 
notwithstanding  this,  the  Company  rested  in  the  conviction 
that  the  shortening  of  the  distance  from  three  thousand  to 
more  than  four  thousand  miles  for  the  South  American 
markets,  and  more  than  five  thousand  for  the  Pacific  Cen- 
tral American,  besides  the  avoidance  of  the  well-known 
perils  of  Cape  Horn,  must  bring  much  of  the  most  valuable 
merchandise  across  their  road  so  soon  as  those  countries 
were  able  to  avail  themselves  of  its  advantages.  The  South 
American  states,  Chili,  Peru,  Bolivia,  and  Ecuador,  were 
put  in  immediate  connection  with  the  road  by  a  British 
line  of  steam-ships,  which  was  organized  some  time  pre- 
vious to  the  opening  of  the  road,  and  which,  up  to  that 
time,  had  been  mainly  dependent  upon  the  coastwise  trade. 
The  business  resulting  fully  justified  the  expectations  of 
the  Company  (see  Appendix  A,  page  57,  et  seq.) ;  but  the 
Central  American  states  had  at  that  time  no  means  of  con- 
nection with  the  road.  Their  Pacific  ports  had  been  so 
long  shut  out  from  remunerative  commercial  relations  that 
they  could  not  at  once  realize  the  advantages  the  Isthmus 
railroad  offered  over  the  tedious  and  expensive  land-route 
to  the  Atlantic;  they  required  to  be  lifted  from  the  ruts 
along  which  they  had  been  creeping  and  groaning  for  ages, 
and  placed  upon  this  great  commercial  highway. 

This  was  accomplished  in  1856  by  the  Panama  Kailroacl 
Company,  who  at  that  time  organized  a  line  of  steam  com- 
munication with  all  their  ports  from  Panama  to  San  Jose 
de  Guatemala. 

This  departure  from  the  legitimate  business  of  the  road 
was  not  made  until  the  directors  had  vainly  exhausted  every 
available  means  in  their  power  for  the  establishment  of  an 
independent  company.  But  the  development  of  the  Cen- 
tral American  trade  was  so  manifestly  for  the  interest  of 
the  Isthmus  transit,  and  so  certain  to  follow  the  establish- 


52  HAND-BOOK   OF   THE 

ment  of  such  a  line,  that  they  finally  decided  to  identify  its 
interests  with  those  of  the  road.  In  the  latter  part  of  1856 
the  first  vessel  was  dispatched  under  the  command  of  Capt. 
J.  M.  Dow.  The  returns  from  the  monthly  voyages  of  the 
"  Columbus'7  soon  proved  the  wisdom  of  the  measure,  for 
in  less  than  two  years  the  cargoes  of  merchandise  brought 
from  those  states  for  transportation  over  the  road  often  ex- 
ceeded half  a  million  of  dollars,  while  a  large  amount  of 
foreign  merchandise  found  its  way  to  those  countries  by 
the  same  channel. 

In  1858,  the  business  over  the  road  from  the  South  and 
Central  American  states  exceeded  in  value  nine  times  the 
freighting  business  of  California  via  the  Isthmus,  and  by 
1860  less  than  one  fifteenth  of  the  freighting  business  of  the 
road  was  due  to  the  California  trade,  the  remaining  fourteen 
fifteenths  consisting  mainly  of  shipments  from  the  United 
States,  British  manufactures  and  other  goods  shipped  direct 
from  England  for  South  and  Central  America,  and  the 
produce  of  those  countries  in  return,  such  as  indigo,  cochi- 
neal, India-rubber,  coffee,  cocoa,  deer-skins  and  goat-skins, 
besides  orchilla,  pearl-shells,  tobacco,  balsams,  Peruvian 
bark,  ores,  straw  hats,  etc.,  etc. 

When  it  comes  to  be  considered  that  in  the  California 
trade  large  amounts  of  goods  and  merchandise  for  Oregon 
and  Washington  Territory  and  the  British  Possessions  are 
included,  likewise  occasional  shipments  from  China  and  the 
Sandwich  Islands,  and  that  it  is  still  in  its  infancy,  the  im- 
portance of  the  South  and  Central  American  trade  to  the 
Panama  Eailroad  may  be  in  a  measure  appreciated.  The 
conveyances  by  which  the  business  of  the  Pacific  coast  finds 
its  way  to  and  from  the  road  are, 

1st.  By  the  Pacific  Mail  Steam-ship  Company,  plying  tri- 
rnonthly  between  California,  Mexico,  and  Panama,  with  a 
fleet  of  twelve  large  steam-ships. 

2d.  The  Oregon  and  California  Steam-ship  Company, 


PANAMA   RAILROAD.  55 

running  between  California,  Oregon,  and  Washington  Ter- 
ritory, with  a  branch  line  to  the  Mexican  coast,  and  con- 
necting with  the  Pacific  Mail  Steam-ship  Company  tri- 
monthly,  with  a  fleet  of  five  steam-ships. 

3d.  The  Pacific  Steam  Navigation  Company,  plying  semi- 
monthly between  Chili,  Bolivia,  Peru,  Ecuador,  New  Gran- 
ada, and  Panama,  with  a  fleet  of  nine  large  steamers  for  the 
main  service,  and  three  smaller  steam-ships  performing  a 
coasting  service,  and  connecting  with  the  main  line. 

4th.  The  Central  American  Stearn-ship  Company,  run- 
ning semi-monthly  between  Guatemala,  Salvador,  Costa 
Eica,  Nicaragua,  and  Panama,  with  two  large  steam-ships 
and  one  steam-tug. 

Besides  these  are  numerous  sailing  vessels  with  freight 
from  different  ports  for  transportation  over  the  road. 

On  the  Atlantic  side  are, 

1st.  The  Atlantic  and  Pacific  Steam-ship  Company,  ply- 
ing tri-monthly  between  New  York  and  Aspinwall. 

2d.  The  Eoyal  Mail  Steam  Packet  Company,  running 
semi-monthly  between  England,  the  "West  Indies,  the  east- 
ern coast  of  South  and  Central  America,  and  Aspinwall, 
with  a  fleet  of  twenty-three  large  steam-ships. 

3d.  Holt's  line  of  screw  steamers  between  Liverpool  and 
Aspinwall,  monthly — two  steamers. 

Besides  the  steam  lines  are, 

1st.  The  Bremen  and  Aspinwall  line  of  sailing  vessels, 
monthly. 

2d.  The  Bordeaux  and  Aspinwall  line  of  sailing  vessels, 
quarterly. 

3d.  The  Panama  Eailroad  Company's  line  of  sailing  ves- 
sels between  Liverpool  and  Aspinwall,  monthly. 

4th.  The  Panama  Eailroad  Company's  line  of  sailing  ves- 
sels from  New  York  to  Aspinwall — seven  vessels :  three 
barks  and  four  brigs. 

5th.  Five  ships  a  year  from  Boston  to  Aspinwall.     For 


56  HAND-BOOK   OF   THE 

particular  information  in  regard  to  these  lines,  see  Ap- 
pendix D,  p.  147,  et  seq. 

CHARACTER  OF  THE  SERVICE  PERFORMED  ON  THE  ROAD. 

As  early  as  the  year  1855  daily  trains  were  established 
each  way  over  the  road,  requiring  in  its  then  imperfect 
state  from  five  to  six  hours  for  the  transit.  As  the  charac- 
ter of  the  road  improved,  a  corresponding  improvement 
took  place  in  the  time-table,  and  for  the  past  three  years 
the  passage  has  been  uniformly  and  safely  accomplished  in 
three  hours,  or  even  less,  when  the  exigency  of  the  case  re- 
quired it.  The  rolling  stock  of  the  road  has  always  been 
most  ample.  Fifteen  hundred  passengers,  with  the  United 
States  mails,  and  the  freight  of  three  steam-ships,  have  not 
unfrequently  been  transported  over  the  road  during  a  sin- 
gle half  day.  The  engines,  some  eleven  in  number,  are  of 
the  first  class,  averaging  twenty  tons  burden ;  the  passen- 
ger-cars are  large  and  commodious,  and  built  for  conven- 
ience and  comfort,  especially  with  reference  to  the  climate ; 
the  cars  for  the  transportation  of  the  mails  and  treasure  are 
entirely  of  iron.  The  usual  freight-cars  are  built  to  carry 
not  only  the  ordinary  freight,  but  the  heaviest  and  coarsest 
materials — large  quantities  of  gold  and  silver  ore,  timber, 
anchors,  and  chains  of  the  largest  size,  cannon  shot  and 
shells,  iron-work  in  pieces  of  twenty-five  tons,  heavy  ma- 
chinery, guano,  whale-oil,  etc.,  more  or  less  of  which  are 
daily  passing  over  the  road.  The  arrangements  for  the 
loading  and  unloading  of  cargoes  are  unusually  perfect; 
double  tracks  run  from  the  main  road  down  the  different 
wharves  to  the  very  ship's  side,  and  the  lading  process  is 
so  effectively  managed  that  frequently  less  than  two  hours 
pass  between  the  arrival  of  the  largest  ships,  laden  with  from 
two  to  three  hundred  tons  of  merchandise,  besides  the  bag- 
gage of  from  four  to  eight  hundred  passengers,  and  the  de- 
parture of  the  trains  for  Panama  bearing  the  entire  freight. 


PANAMA   RAILROAD. 


57 


APPENDIX  A. 

Statement  of  Merchandise,  destined  for  San  Francisco,  transported  over  the 
Panama  Railroad  during  the  two  Years  ending  respectively  July  31sL  1859 
and  1860. 


Years. 

Tons  measurement. 

Tons  weight. 

No.  of  packages. 

Total  tons. 

1859 
1860 

5626f§ 
691l|| 

38M** 
766jffiWr 

24,482 
46,061 

5665| 
76671 

Statement  of  Merchandise  from  San  Francisco  transported  over  the  Panama 
Railroad  for  the  two  Years  above  named. 


Years. 

No.  of  packages. 

Tons  measurement. 

Tons  weight. 

Total  tons. 

1859 
1860 

259 
525 

321i£ 

61i* 

i2MM 

32i§ 
V3f 

Statement  of  Treasure  from  San  Francisco  transported  over  the  Panama  Rail- 
road for  the  two  Years  above  named. 


Years. 

Number  of  packages. 

Amount. 

1859 
1860 

2399 
2476 

$37,173,187  25 
38,247,613  62 

Statement  of  Merchandise,  destined  for  Central  American  Ports,  transported 
over  the  Panama  Railroad  for  the  Years  1859  and  1860. 


Years. 

No.  of  packages. 

Tons  measurement. 

Tons  weight. 

Total  tons. 

1859 
1860 

11,319 
23,257 

1644|i 
3064ff 

11  JJLL  3. 
2  000 

219^, 

16664 

32841 

Statement  of  Merchandise  from  Central  American  Ports  transported  over  the 
Panama  Railroad  for  the  two  Years  ending  respectively  July  31,  1859  and 
1860. 


Years. 

No  of 
Hides. 

Number  of  packages  of 

Total. 

1 

0 

d 
.S 

05 

6 

1 
1 

1 
o 

*, 

k* 

^4 

£ 

H 

Balsam. 

g 
§ 

o 

j 

1 

U 

! 

o 

i 

-< 

I 

I 

1 

'£ 
to) 

Q 

1859 
1860 

26,892 
65,899 

5717 

8270 

468 
745 

6910 
5420 

3633 
6239 

63 

777 

1 

4 

327 

286 

2 

5 

16 

359 

^ 

7 

8 

48 
124 

14 

1408 

45,575 
88,14)3 

Statement  of  Merchandise,  destined  for  the  West  Coast  of  South  A  merica,  trans- 
ported over  the  Panama  Railroad  for  the  two  Years  above  named. 


Year?. 

Number  of 
packages. 

Jewelry,  etc. 
Value  of. 

Tons 
measurement. 

Tons 
weight. 

Total  tons. 

1859 
1860 

1063 
8413 

$90,342 
1,809,000 

199|1 
1099fJ 

2  0  O  0~ 

3<>3£& 

198| 

C2 


58 


HAND-BOOK   OF  THE 


Statement  of  Merchandise  from  the  West  Ooast  of  South  America  transported 
over  the  Panama  Hailroadfo?  the  two  Years  ending  respectively  July  31  st 
1 859  and  1860. 


Years. 

No.  of 
Hides. 

Number  of  packages  of 

Total. 

Skins. 

India- 
rubber. 

Bark. 

Jocoa. 

!  Tobacco. 

OrcMlIa. 

Sundries. 

Copper. 

1859 
1860 

147 
2017 

979 

2 
188 

571 

1706 

25 
93 

32 

20 

,  £243 

174 

11,850 

Treasure...       ....<$ 

The  above  comprises  only  the  merchandise  brought  under  through  bills  of 
lading ;  all  other  is  included  in  the  following  table. 


Statement  of  Merchandise  from  Panama,  N.  C7.,  transported  over  the  Panama 
Railroad  for  the  two  Years  ending,  respectively  July  31sf,  1S&9  and  1860,  not 
under  through  Bills  of  Lading. 


Years. 

No.  of 

Hides. 

Number  of  packages  of 

Total. 

1 

EJ 

! 

a 

0 

OrcMlla, 

I 

i 

a 

'I 
? 

u 

I 

1 

V) 

Illfi 

.2 

iS 

S 

5 

0 

I 

1859 
I860 

35,721 

29,869 

166 
220 

6628 
5453 

42 
95 

2 
45 

1572 
2413 

25 

164 

14 
1000 

152 

220)38 

4(5 
35 

851 

525 

93 
19 

8 

1 

5 

78 
25 

98 

45,292 
40,832 

Yenr. 

Number  of  package^. 

Amount, 

1860 

28 

f  100,342  00 

^PANAMA  RAILROAD. 


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Statement  fo1 

income  Account,  December  31st 
arnings  received  to  credit  same, 
is  Post-office  Department  —  mail 
December,  for  which  returns  ha> 
Steam  Packet  Company  —  freigh 

erling  bonds  (£450,000),  includii 
avertible  bonds,  1st  July,  $283, 
"  "  1st  Jan.,  250, 
^nses,  per  returns  of  chief  engim 
es  ... 

an  government  proportion  of  mi 

.  8,  paid  July  1st  
inadian  government  proportion, 

Balance  to 
9,  declared  January  5th,  on  $4 
inadian  government  proportion, 
Balance  to 

•go      ^c"5 

O  £ 

o  £ 

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1 

13 

64 


HAND-BOOK   OF   THE 


Statement  for  the  Year  ending  December  31s£,  1857. 
Balance  to  credit  of  Income  Account,  after  dividend.  Januarv  5.  1857...,  $378.  394  42 

i 

c: 
5 
1 

r-                                         ,^ 
^ 

00  GO  O  <M  CO  O5 

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Balance  to  credit  of  Income  Account  after  dividends  $390,581  42 

C5   »O  (M  rH  rH 

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CJD        ^J 

Deduct  interest  on  first  mortgage  sterling  bonds  (£450,000),  with  exchr 
"  second  "  "  "  (£56,250),  for  6  mos.  * 
"  convertible  bonds,  1st  July  ....$223,000,  at  3£  per  ce 
"  "  1st  Jan  $160,000,  "  " 
Running  expenses  .  .  . 

Estimated  depreciation  in  iron.  ties,  etc..., 

0 

£ 

S 
^ 

1 

C 
I 

0- 

1 
1 

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1 

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J 

New  Granadian  government  proportion  of  mail  receipts.... 

Dividend  No.  10,  July  6th,  on  $4,770,000,  6  per  cent  
New  Granadian  government  proportion  do.,  3  per  cen 
Balance  to  credit  of  Incom 
Dividend  No.  11,  January  4th,  on  $4,840,000,  6  per  cent. 
New  Granadian  government  proportion  do.,  3  per  cen 
Amount  appropriated  to  Sinking  Fund  

Q 

CO" 
IO 
00 

rH 

Receipts  from  December  31st, 
From  Dassenffers  

>  + 

^ 

.1 

1  do.  —  treasure.. 
'  mails... 

1 

'  miscellaneous.. 

PANAMA   RAILROAD. 


65 


Statement  for  the  Year  ending  December  31s£,  1858. 
Balance  to  credit  of  Income  Account,  after  dividend,  Januarv  4th.  1858...  <&QQ9  RKK  01 

H 
5 

5 

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b 
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CO                                                                                     CC 
r-H                                                                                               0 

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£                                                                                    <*' 

«                                                   S 

s                                    S 

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:    :  .0  10    :    :    :    :    :       o  ^  © 

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:    .  co  — 
:    :  <M  r-i 

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00 
CO 

Balance  to  credit  of  Income  Account  after  dividends  ... 

oa       >o 

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:  ^ 

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1 

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n 

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r 

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a 
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:  1 

Deduct  interest  on  first  mortgage  bonds  (£450,000),  with  exchange  an 
second  "  "  (£129,375),  "  " 
convertible  bonds,  July  1st,  $77,000,  at  31  per  cer 
"  "  Jan.  1st,  $33,000,  "  '  " 
Running:  expenses... 

co 

GO 

.    03 

co 

J 

:  o 

Equipment  Account... 

i 

p 
P 

.s 

c 
"a 

'I 
fl 

c 

C 
o 

p 
o 

£ 

New  Granadian  government  proportion  of  mail  receipts 

Dividend  No.  12,  June  30th,  on  $4,923,000,  at  6  per  cent. 
New  Granadian  government  proportion,  3  per  cent.... 
Appropriated  to  Sinking  Fund,  June  30th...  i  

Balance  to  credit  of  Incom 
Dividend  No.  13,  Jan.  3d,  1859,  on  $4,967,000,  at  6  per  c 
New  Granadian  government  proportion,  3  per  cent.... 
Appropriated  to  Sinking  Fund,  Jan.  3d,  1859  

1  miscellaneous,  wharfage,  light  money,  etc 
rnings  in  December,  for  which  returns  have  r 

I 

i 

p 

Receipts  from  December  31st,  1857,  to 
From  passengers  .  .  . 

'  freight  —  merchandise.. 
"  treasure  
*  mail  transportation  
'  baerorasre... 

HAND-BOOK   OF  THE 
8 


8^ 


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PANAMA  RAILROAD. 


67 


3 

to 

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5   0          C 

Appropriated  ID  uuver  uepieuianuu  w  in 

New  Granadian  government  proportion 

ividend  No.  14,  paid  July  1st,  on  $4,967,C 
"  "  15,  payable  January  3d,  I860 
New  Granadian  government  proportior 

Tvnrrvnrintprl  tr»  Sin  Id  ncr  "Fund  ... 

OQ 

0 

. 
i 
1 

i  i 

b      » 

g  Fund  and  accumulations  

Out  of  which  the  Company  have  paid  du 
For  stock  in  North  Atlantic  Steam-s 

«  ofOQrr,ov  n.natOTYl«la 

On  account  of  bonds,  due  December 

All  the  Company's  interest  in  steamers  is 
lumbus,  valued  at  $25,000. 

Dst  of  the  road,  per  Construction  Account, 
Against  which  there  are, 

normal  ct™lr 

a 

T 

j 

11 

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vr 

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68 


HAND-BOOK   OF   THE 


10,227  55 

$960,741  41 
3aid  from  the  Sinking 

4.4.9  ftSH  1<l 

5  2 

;  - 
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\   «- 
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1                                           00 

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i  (M  0 

>      .      • 

oo  oo  i>T 

05  01  rH 
<M  C^ 

cess  of  receipts  over  estimate  for  portion  of  December  

payment  for  portion  of  sterling  bonds  retired  in  December,  1859,  the  balance  having  been 
Fund... 

Surplus  after  dividends  of  1859.... 

t-T          o^iiToo'ir" 

_l               c^  ^  ,_,     " 

received,  estimated. 

€€ 

± 

interest  on  sterling  bonds  (£540,000),  with  exchange  and  commission  
"  "  convertible  bonds.  $24.000.  at.  7  ner  rent... 

Running  expenses,  including  materials,  repairs,  subsistences,  labor,  etc  
Enuimnent  Account,  new  cars.  etc.... 

Construction 

Dividend  No.  16,  paid  July  2d,  1860,  on  $4,976,000,  6  per  cent  
"  17,  payable  January  2d,  1861,  on  $4,976,000,  6  per  cent. 
New  Granadian  government  proportion  of  do.,  3  per  cent  

s  from  December  31st,  1859,  to  December  31st,  1860: 
For  nassenarers... 

8 

o 

.9* 

'S 

0 

'  freight,  merchandise  (including  baggage)  
*  u  treasure... 

c 

1 
j 

"c 

'  miscellaneous,  wharfage,  light  money,  interest,  etc.  . 
'  earnings  uncollected,  or  for  which  returns  have  not 

Permanent  improvements  (paid  for  out  of  Income  A 
closed)  : 
New  wharves  

New  Granadian  government  proportion  of  mail  re 

1 

d 

1 

tu 
J 

o 

p 

Q 

1 

e 

c 

1 

1 

3  c, 

>« 
| 
K 

C 

C 

X 

a 

£ 
£ 
C 

1 


PANAMA   RAILROAD. 


69 


I 
is 


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5    03    C 

>O>-: 

Amounts  due  from  agents  and  others  
Cavan  Brothers  &  Co.,  London  
Sinkiner  Fund... 

Real  estate  on  the  Isthmus  and  islands  ir 
Stock  in  North  Atlantic  Steam-ship  Co.. 
Steamer  Guatemala  (cost  $155,000),  val 
"  Columbus  (cost  $50,500),  ' 
Steam-tugs  and  launches  in  the  Bay  of  I 
Interest  in  sailing  vessels  (cost  $41,000) 

ies  !  Camtal  stock... 

Sterling  bonds,  with  exchange  
Convertible  bonds  

1 

^ 

oj 

« 

Dividend  declared  and  payable  Jan. 
Trustees  of  Sinking  Fund,  appropria 
Undivided  earnings  from  road  
"  of  steamers,  sail 
deducting  d 
u  "  bonds  redeemed. 

70 


HAND-BOOK   OF   THE 


Statement  for  the  Year  ending  December  31st,  1861. 
Balance  to  credit  of  Income  Account,  after  dividend.  Januarv  2d.  1861.  as  DPT  statpmpnt  .  <&rt*n  RO.Q  9A 

5  •- 

\  cr 

i  IT 

>  r- 

2  CC 

—  i  C 
IO  C^ 

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cq  (^ 

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CO 

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edit  undivided  earnings  account  $248,469  29 

;  ir 

:  oc 

\ 

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0 

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Add  excess  of  receipts  over  estimate  for  part  of  December..., 

Less  amount  carried  to  credit  undivided  earnings  account... 

::::::             :  "S 

lission  

•b 

1 

i  1    ill 

Deduct  interest  on  sterling  bonds,  £540,000  with  exchange  and  comn 

"  "  ronvprtiblp  bonds  .. 

Working  expenses,  including  materials,  repairs,  subsistence,  h 
Offiop,  p.xnp.nsp.s  .  .  . 

New  Granadian  government  proportion  of  mail  receipts  
Net  earnings  for 
Dividend  No.  18,  paid  July  2d,  on  $4,976,  OQO,  6  per  cent  
"  19,  payable  January  2d,  on  $4,981,000,  6  per  ( 
New  Granadian  government  proportion  of  do.,  3  per  cent  
Paid  trustees  of  Sinking  Fund,  July,  1861  
Appropriated  to  "  "  December,  1861  
Surplus  after  dividends  of  1861,  to  cr 

r] 

T3 

QO 

1 

*T 

03 

| 

Keceipts  from  December  31st,  1860,  to  December  3 
For  passengers  
"  freight,  merchandise  
"  "  treasure.....  
u  mails... 

"  interest,  wharfage,  light  money,  etc... 
"  earnings  for  a  portion  of  December,  e 

PANAMA   RAILROAD. 


71 


p.3al|fcJSp|pS 

CO 

o 

CO 

10 

,000,000  00 

CO    O     O 
b-    ^H     CO 

CO     »O      CM 
<M^   C^     G0_ 

co^  cT   t^-1 

CO    CO     O 

Appropriation  to  Sinking  Fund,  December  24,  1  86  1  50,  000  00 
Bonds  redeemed  and  held  by  the  Company,  as  above  600,  000  00 

TTnrlivirlpH  AnrnWc  frnm  rnnrl  .  &RQO  97S  4-0 

44  "  from  sailing  vessels,  steamers,  tugs,  launches,  etc....  220,133  96—  $1,119,412  45—  $9,603,530  43 

1 
J> 

W 

0 

co" 
=€& 

>  "^  O  CO  GO 

)  cq  co  co 

CO 

§ 
s 

and  Atlantic  

§ 
§ 

c 

oc 

c: 

S 

* 

c. 

•'   1 

r— 

o; 

I 

i 

Convertible  bonds  still  out...  19,000  00—  $5 

Sterling  bonds,  amount  originally  issued  for  construction  3,000,000  00 
Less  amount  matured  in  1859,  paid  and  held  by  the  Company  600,000  00 

2,400,000  00 
Exchange  66,237  78—  $2 

Book  Accounts  
Dividend  declared,  payable  Jan.  2d,  1862,  with  New  Granadian  gov-  ) 

prnmpnt.  nrrvnnrHnn  .  ...  C 

GENERAL  STATEMENT. 
ccofc  •  r^nncfriipfinn  Annnnnt.  . 

S 

) 
j 

j 

i 
I 

P 

I* 

3    C 

h 

J     C 

)C 

i 
j 

c 

T 

s  c 

11    a 

lj 

Cavan,  Lubbock  &  Co.,  London  
Investment  in  United  States  7.30  per  cent.  Treasury  notes  

<4  il  f^nmnnnv's  stprlincr  "hnnfls.  1865... 

North  Atlantic  Steamship  Company,  representing  five  ninths  steamers  Baltic 

Sinlrincr  TTnnrl  invpdfrpn 

^ 

a 

c 

n: 
c 
c 

£ 

J§ 
,   ^ 

:i 

5  H; 

<     0 

JD  e 
:  c 

II 

j< 

Steamers  (valued)  Guatemala,  $115,000;  Columbus,  $20,000  

i? 

n 

ii 

y 
f! 

y 

5S 
|.c 

h 

a   c 

u 

Steam-tug  and  launches  in  the  Bay  of  Panama,  valued  at  
Eeal  estate  on  the  Isthmus  and  islands  in  the  Bay  of  Panama,  cost  

72  HAND-BOOK   OF   THE 

The  early  history  and  present  condition  of  the  road,  at 
least  so  much  of  it  as  has  been  thought  would  prove  inter- 
esting and  serviceable  to  the  general  reader,  has  been  pre- 
sented. The  sources  of  its  present  business  have  been 
shown,  and  some  idea  of  its  probable  increase  from  these ; 
but  a  large  and  important  field  within  the  legitimate  scope 
of  the  enterprise  demands  a  little  attention  from  its  bearings 
on  the  future  business  of  the  road.  A  glance  at  the  geo- 
graphical situation  of  the  Isthmus  of  Panama,  in  its  relation 
with  Australia,  China,  Japan,  and  the  Sandwich  Islands, 
will  discover  the  capacity  of  the  transit  to  shorten  the  dis- 
tances from  those  countries  to  the  markets  of  the  United 
States  by  so  many  thousands  of  miles  as  must  make  it  an 
eventual  necessity  for  the  trade,  at  least  a  large  portion  of 
it,  to  seek  this,  the  only  direct  route  between  the  Atlantic 
and  Pacific  Oceans.* 

TRAVELER'S  GUIDE. 

As  the  traveler  enters  the  harbor  of  Navy  Bay  he  can 
not  fail  to  observe  the  beauty  of  the  scene  spread  out  be- 
fore him.  On  the  right  and  in  front  of  the  harbor,  which 
sweeps  around  a  semicircle  of  some  three  miles  in  extent, 
the  primeval  forest  of  the  tropics,  with  its  dense  vinous  un- 

Miles. 
*  The  distance  from  N.York  to  Sydney,  Australia,  via  Cape  Horn,  is  12,870 

"  "  via  Panama 9,950 

In  favor  of  Panama 2,720 

The  distance  from  N.  York  to  Honolulu,  S'dwich  Isl.,  via  Cape  Horn  13,560 
"  "  via  Panama...     6,800 

In  favor  of  Panama 6,760 

The  distance  from  New  York  to  Hong  Kong,  via  Cape  Horn 17,420 

"  "  wa  Panama 11,850 

In  favor  of  Panama 5,570 

The  distance  from  New  York  to  Jeddo,  Japan,  via  Cape  Horn 16,710 

"  via  Panama 10,220 

In  favor  of  Panama 6,490 

Distance  from  England  to  Sydney,  Australia,  via  Cape  of  G.  Hope  12,828 

via  Panama 12,730 

In  favor  of  Panama,., 98 


PANAMA  RAILROAD.  75 

dergrowth  and  its  towering  cocoa  and  palm  trees,  meets  his 
view ;  on  the  left,  from  the  iron  light-house  on  the  extreme 
seaward  point,  the  brightly-painted  Americo-Spanish  town 
of  Aspinwall  extends,  its  long  covered  wharves  filled  with 
the  shipping  of  many  nations.  A  verandaed  street  skirts 
the  shore,  and  a  dense  equatorial  forest  rising  up  behind  is 
relieved  by  the  faint  and  misty  mountain  range,  which  forms 
the  back-bone  of  the  Isthmus,  and  connects  the  great  Cordil- 
lera of  the  northern  and  southern  continents — the  Eocky 
Mountains  and  the  Andes.  This  harbor  (said  to  have  been 
discovered  by  Columbus  during  his  third  voyage,  and  by 
him  named  "  Navy  Bay")  is  three  miles  in  length  by  two  in 
breadth,  with  an  average  depth  of  seven  fathoms,  affording 
good  anchorage  ground  in  every  part.  Since  the  establish- 
ment of  the  Panama  Railroad  it  has  been  a  rendezvous 
for  the  United  States  Atlantic  squadron,  and  one  or  more 
frigates  of  the  first  class  may  usually  be  seen  at  anchor; 
also  a  United  States  store-ship,  which  has  its  permanent 
station  here. 

The  city  of  Aspinwall,  which  has  grown  up  from  the 
necessity  of  its  position  as  the  Atlantic  terminus  of  the  rail- 
road, while  answering  its  purpose  as  a  receiving  and  tran- 
shipping depot,  has  but  little,  architecturally,  to  recommend 
it  to  notice,  the  dwellings,  some  two  hundred  in  number, 
being  of  wood,  and  built  in  a  style  midway  between  the 
New  England  house  and  the  verandaed  structures  usual  in 
the  tropics.  They  are  built  on  land  leased  from  the  Com- 
pany by  private  individuals. 

The  voyager  coming  to  Aspinwall  by  the  United  States 
mail  steam-ships  will  be  landed  at  the  end  of  an  immense 
wharf  belonging  to  the  Company,  and  will  find  it  worth 
his  while  to  take  a  walk  about  the  town  ere  making  the 
transit  of  the  Isthmus.  First,  it  may  not  be  amiss  to  notice 
the  wharf  itself,  which  extends  from  the  shore  out  upon  a 
coral  reef,  nearly  a  thousand  feet,  to  where  a  depth  of  wa- 


76  HAND-BOOK   OF   THE 

ter  exists  sufficient  to  float  the  largest  ships.  It  is  forty 
feet  in  breadth,  and  covered  by  a  lofty  metallic  roof;  the 
piles  upon  which  it  stands  are  coppered  to  protect  them  from 
the  teredo,  a  boring  worm  which  infests  these  waters,  and 
rapidly  destroys  every  kind  of  timber  unless  thus  protected. 
At  the  upper  end  of  the  wharf  a  grove  of  cocoanut-trees 
shoots  up  through  the  flooring,  and  at  any  and  every  sea- 
son of  the  year  the  cocoanut,  in  the  bud,  the  blossom,  and 
full  grown,  may  here  be  seen.  Several  large  iron  tanks  are 
situated  at  the  head  of  the  wharf,  each  of  a  capacity  of  sev- 
eral thousand  gallons.  The  whole  island  of  Manzanilla, 
upon  which  Aspinwall  is  situated,  a  mile  in  length  by  three 
quarters  in  width,  being  a  low  coral  foundation,  has  no 
springs  of  water,  and  that  obtained  by  digging  is  so  brack- 
ish that  rain-water  is  used  instead ;  these  tanks,  filled  by  the 
rains  which  prevail  for  more  than  half  the  year,  before  the 
establishment  of  the  great  reservoir,  furnished  the  supply 
of  water  for  the  shipping  during  the  dry  season.  At  the 
head  of  the  wharf  you  reach  the  quadruple  track  of  the 
railway.  Proceeding  toward  its  Atlantic  terminus,  you 
pass,  on  your  left,  the  line  of  stores,  shops,  and  hotels  which 
were  visible  from  the  entrance  of  the  harbor.  The  shops, 
perhaps  half  a  dozen  in  number,  usually  display  a  very  re- 
spectable assortment  of  goods,  principally  ready-made  cloth- 
ing, fancy  articles,  and  groceries.  Among  them  are  several 
quite  extensive  importing  houses  of  French,  English,  and 
American  merchandise,  and  Havana  cigars  for  the  South 
American  market  and  the  shipping  visiting  the  port. 

The  hotels,*  of  which  there  are,  great  and  small,  at  least 
a  dozen,  have,  for  this  country,  very  fair  accommodation  for 
all  classes  of  travelers,  at  from  one  to  four  dollars  per  day ; 

*  Probably  the  best  accommodation  will  be  found  at  the  Howard,  City,  and 
Aspinwall  Hotels.  Usual  charge  for  first  class  passengers  $3  per  day.  Sec- 
ond class  passengers  are  accommodated  at  the  other  houses  at  considerably 
lower  rates.  It  is  well  to  have  the  terms  well  understood  beforehand. 


PANAMA   RAILROAD.  77 

but  little  business,  however,  is  done  among  them  except  on 
the  arrival  of  the  passenger  steamers  of  the  California  line. 
In  1852,  when  these  hotels  were  erected,  travelers  were 
often  detained  here  for  several  days,  when  the  landlords 
drove  a  brisk  trade ;  but  now  the  ship-loads  of  passengers 
are  seldom  detained  here  more  than  two  or  three  hours, 
and,  although  a  brisk  business  is  done  for  the  time,  the  pub- 
lican finds  his  opportunity  too  brief  to  realize  much  profit. 

At  the  end  of  the  row  stands  the  Panama  Eailroad  Com- 
pany's office,  a  respectable  fire-proof  two-story  brick  build- 
ing, into  the  upper  windows  of  which  the  wires  of  the  Isth- 
mus Telegraph  converge.  The  poles,  or,  more  properly,  the 
pillars,  which  serve  to  support  the  wires  of  this  telegraph 
line,  from  their  symmetry,  strength,  and  novel  construction, 
are  worthy  of  particular  notice.  They  are  apparently  of 
hewn  stone.  Some  two  years  since,  after  much  trouble  and 
expense  had  resulted  in  consequence  of  the  rapid  decay  of 
the  wooden  poles  formerly  used,  Colonel  Totten  conceived 
the  idea  of  moulding  a  support  of  concrete.  A  small 
straight  stick  of  the  necessary  height  was  placed  upright, 
and  surrounded  by  a  jointed  wooden  mould,  fifteen  inches 
in  diameter  at  the  base,  tapering  to  about  eight  inches  at 
the  top,  and  sunk  into  the  earth  sufficiently  for  firm  sup- 
port ;  this  was  filled  with  concrete,  and  allowed  to  stand  for 
several  days.  When  the  mould  was  removed,  it  was  found 
firm  and  strong,  and  apparently  every  way  adapted  to  the 
purpose.  This  fact  once  settled,  the  entire  line  was  supplied 
with  these  quasi  stone  columns,  but  little  exceeding  the  un- 
sightly wooden  poles  in  expense,  and  perfectly  weather  and 
insect  proof.  It  is  now  nearly  two  years  since  their  estab- 
lishment, and  they  bid  fair,  extraordinary  occurrences  ex- 
cepted,  to  last  for  a  century. 

Farther  along  the  track,  on  your  right,  you  pass  the  main 
railroad  wharf,  at  which  any  day  in  the  year  several  ves- 
sels, sail  or  steam,  may  be  seen  actively  discharging  car- 


78  HAND-BOOK   OF   THE 

goes  for  shipment  across  the  road.  A  couple  of  hundred 
yards  brings  you  to  a  massive  stone  structure  three  hund- 
red feet  long  by  eighty  wide,  through  whose  broad-arched 
entrances  a  triple  track  is  laid.  This  is  the  freight  depot 
of  the  Panama  Railroad  Company,  and  the  following  de- 
scription by  a  recent  visitor  will  give  the  traveler  an  idea 
of  its  usual  internal  appearance  : 

"Bales  of  quina  bark  from  the  interior  were  piled  many 
tiers  deep,  and  reached  to  the  iron  triangular-braced  roof 
of  the  edifice.  Ceroons  of  indigo  and  cochineal  from  San 
Salvador  and  Guatemala;  coffee  from  Costa  Rica,  and  ca- 
cao from  Ecuador ;  sarsaparilla  from  Nicaragua,  and  ivory- 
nuts  from  Porto  Bello;  copper  ore  from  Bolivia.;  silver 
bars  from  Chili ;  boxes  of  hard  dollars  from  Mexico,  and 
gold  ore  from  California;  hides  from  the  whole  range  of 
the  North  and  South  Pacific  coast ;  hundreds  of  bushels  of 
glistening  pearl-oyster  shells  from  the  fisheries  of  Panama 
lay  heaped  along  the  floor,  flanked  by  no  end  of  North 
American  beef,  pork,  flour,  bread,  and  cheese,  for  the  pro- 
visioning of  the  Pacific  coast,  and  English  and  French 
goods  for  the  same  markets ;  while  in  a  train  of  cattle-cars 
that  stood  on  one  of  the  tracks  were  huddled  about  a  hund- 
red meek-looking  lamas  from  Peru,  on  their  way  to  the  isl- 
and of  Cuba,  among  whose  mountains  they  are  used  for 
beasts  of  burden  as  well  as  for  their  wool." 

Its  situation  is  on  the  direct  line  of  the  road,  its  seaward 
side  opening  by  great  doors  out  upon  the  waters  of  the  bay, 
so  as  to  allow  vessels  of  light  tonnage  to  discharge  cargo  di- 
rectly into  the  depot,  while  for  the  heavier  a  covered  wharf 
extends  from  the  centre  into  six  fathom  water.  On  emerg- 
ing from  the  farther  extremity  of  the  freight-house,  a  hund- 
red paces  brings  you  to  the  Mingillo,  or  native  market-place. 
A  few  lusty  half-naked  negroes,  descended  from  the  Afri- 
can slaves  of  the  old  Spanish  dominion  (who  form  a  large 
proportion  of  the  littoral  population  of  the  Isthmus)  are  gen- 


PANAMA  RAILROAD.  79 

erally  seen  supplying  their  customers  with  fish,  cassava,  ba- 
nanas, plantains,  and  many  other  fruits  and  vegetables  of 
the  country,  from  out  the  bongoes  which  lay  alongside  the 
wharf,  or,  grouped  on  the  shore  over  smoking  kettles  of  san~ 
cache,  ladling  out  this  favorite  compound  to  their  native  pa- 
trons. Large  quantities  of  the  vegetable  ivory-nut  are  also 
brought  here  by  the  natives  for  barter  and  sale.  Some- 
times a  few  aboriginal  Indians  from  the  region  of  San  Bias 
(some  sixty  miles  down  the  coast)  may  be  seen  here.  Bath- 
er under  the  medium  stature,  they  are  broad-shouldered  and 
muscular,  with  the  straight  black  hair  and  high  cheek-bones 
of  the  North  American  tribes.  They  have  a  peculiar  in- 
terest from  the  fact  that  they  belong  to  a  tribe  never  sub- 
jugated by  the  Conquistador es,  but  who  have  maintained  an 
unwavering  hostility  to  the  Spaniard  since  the  first  discov- 
ery of  the  country,  and  have  cherished  such  a  jealousy  of 
their  independence  that,  to  the  present  day,  no  white  man 
has  been  permitted  to  land  upon  their  shores.  Their  usual 
dress  consists  of  a  simple  fold  of  cloth  tied  about  the  loins, 
though  they  are  not  unfrequently  seen  clad  after  the  man- 
ner of  the  Spanish  natives,  in  a  loose  shirt  and  loose  cotton 
or  hempen  trowsers.  Though  apparently  apathetic  and 
uncommunicative,  there  is  a  considerable  degree  of  intelli- 
gence in  their  expression,  and  a  conscious  independence  in 
their  bearing,  that  gives  one  a  fair  idea  of  the  races  which 
Columbus  and  his  followers  found  here  in  the  days  of  old. 
They  have  recently  allowed  one  or  two  small  trading 
schooners  twice  or  thrice  a  year  to  anchor  near  their  shores 
and  traffic  with  them,  receiving  calicoes,  beads,  and  other 
ornaments,  machetas,  etc.,  in  exchange  for  tortoise-shell, 
ivory-nuts,  and  gold  dust;  but  every  attempt  to  explore 
their  country  has  been  uniformly  resisted.  Their  chief 
weapon  is  the  bow  and  arrow  (the  arrow  armed  with  fish- 
bones), in  the  use  of  which  they  are  said  to  be  very  skillful, 
and  to  be  in  the  habit  of  using  it  effectively  not  only  upon 


80  HAND-BOOK    OF  THE 

land,  but  in  their  waters ;  with  barbed  palm-wood  arrows 
some  four  feet  in  length,  they  have  the  reputation  of  being 
able  to  transfix  large  fish  at  a  distance  of  two  or  three  feet 
beneath  the  surface. 

Along  the  opposite  side  of  the  railway  from  the  Mingillo 
lies  a  broad  lagoon  covering  a  couple  of  acres,  and  connect- 
ed with  the  waters  of  the  harbor  by  a  narrow  opening  un- 
der the  road.  This  lagoon  is  crossed  at  about  the  centre  by 
a  recently-made  street,  and  will  soon  be  still  farther  reduced 
in  extent  by  others.  A  line  of  low  tenements,  principally 
occupied  by  the  native  population,  a  few  stores,  and  a  large 
hotel,  the  Aspinwall  House,  bound  its  opposite  shore,  be- 
yond which  a  dense  swamp-forest  shuts  off  the  view.  Pro- 
ceeding a  little  farther,  you  pass  "Johnson's  Ice-house,"  or, 
rather,  if  you  have  an  eye  to  creature  comfort,  you  will  not 
pass  it,  for  it  is  a  depot  for  ice  and  such  things  for  the  in- 
ner man  as  may  be  preserved  in  it  of  northern  product. 
Five  ships  a  year  come  consigned  to  this  establishment  from 
the  Boston  Ice  Company,  and  Johnson,  "  the  Ice-man  of  the 
Isthmus,"  is  decidedly  a  man  whose  acquaintance  is  worth 
cultivating  in  this  climate.  Turning  now  to  the  left,  to- 
ward the  sea-beach,  which  forms  a  semicircle  around  this 
end  of  the  island,  the  driving  surf  of  centuries  has  washed 
up  along  its  whole  extent  a  wide  barrier  of  shells  and  coral. 
Upon  this  you  will  first  observe  the  hospitals  of  the  Kail- 
road  Company,  a  couple  of  large,  airy  buildings,  surround- 
ed by  generous  tiers  of  piazzas,  about  which  a  general  air 
of  tidiness  and  comfort  prevails.  Although  built  for  the 
exclusive  use  of  the  Company,  strangers  requiring  medical 
aid  are  permitted  to  avail  themselves  of  their  advantages. 
A  little  to  the  left  is  a  long  wooden  building,  which  con- 
tains the  lecture-room,  library,  and  club-room  of  the  em- 
ployes of  the  Company.  A  well-selected  library  of  sever- 
al hundred  volumes,  and  the  standard  periodicals  and  jour- 
nals, may  be  seen  here ;  there  are  also  materials  for  a  snug 


PANAMA   RAILROAD.  81 

game  of  billiards,  backgammon,  or  chess.  Three  or  four 
neat  little  cottages  come  next  along  the  line  of  the  beach, 
the  residences  of  the  principal  officers  of  the  Company,  with 
little  garden-plats  in  the  rear,  and  an  occasional  cocoa-tree 
throwing  pleasant  shadows  over  them.  A  little  farther  on 
is  a  fine  corrugated  iron  dwelling,  the  residence  of  the  Eoy- 
al  Mail  Steam  Packet  Company's  agent ;  next  to  this  is  seen 
the  general  domestic  rendezvous  of  the  Eailroad  Company's 
officials  (usually  known  as  the  "Mess-house"),  imbedded 
in  a  grove  of  cocoa  and  banana  trees.  Within  fifty  yards 
of  the  rolling  surf,  the  sea-breeze  ever  playing  through  its 
surrounding  foliage,  it  would  be  difficult  to  find  a  more  de- 
sirable tropical  residence. 

Still  farther  on  to  the  right  are  the  buildings  of  the  ter- 
minus, car  repositories,  etc.,  and  machine-shops,  whose  tall 
chimneys  send  up  steady  columns  of  smoke,  while  the  ring 
of  many  hammers  breaks  cheerily  upon  the  ear.  Along 
the  beach  a  nicely-graded  road  has  been  constructed,  which 
extends  the  entire  circumference  of  the  island,  and  for  more 
than  two  thirds  of  its  course  it  passes  along  or  through  the 
dense  and  luxuriant  tropical  forest  with  which  nearly  one 
half  the  island  is  still  covered.  The  "  Paseo  Coral,"  as  this 
beautiful  walk  or  drive  is  called,  was  built  by  the  citizens 
of  Aspinwall,  every  facility  and  aid  being  rendered  by  the 
Eailroad  Company ;  and  morning  and  evening,  especially  on 
Sundays  and  holidays,  it  is  a  favorite  resort  of  the  inhabit- 
ants of  all  classes,  a  few  on  horseback  or  in  light  wagons, 
but  the  great  majority  on  foot.  Any  lover  of  the  beautiful 
in  nature  will  find  it  worth  his  while  to  make  a  tour  of  this 
"  Paseo;"  on  one  side  charming  glimpses  of  the  ocean  and 
of  the  "  Archipelago"  (which  cuts  off  the  island  of  Manza- 
nilla  from  the  main  land)  meet  the  eye  at  every  turn,  and 
at  almost  any  point  the  conchologist  may  step  out  upon  the 
coral  reef  and  find  sea-shells,  fans,  and  coral  to  an  indefi- 
nite extent ;  on  the  other,  a  great  variety  of  tropical  vege- 


82  HAND-BOOK   OF   THE 

tation  invites  the  lover  of  botany  to  cull  from  its  varied 
and  luxuriant  growth ;  here  and  there  narrow  paths  lead 
from  it  to  little  native  plantations  of  banana,  papaya,  and 
yam,  imbedded  in  which  the  native  hut,  with  its  severely 
simple  furnishing,  may  be  seen,  and  will  convey  to  the  trav- 
eler an  idea  of  the  habits  and  character  of  the  native  in- 
habitant of  this  country.  The  land  in  and  about  Aspin- 
wall,  though  highly  productive,  has  not  yet  been  brought 
under  proper  cultivation  to  any  extent,  though  several 
promising  plantations  have  been  recently  established  by 
foreign  residents ;  fowls,  yams,  and  tropical  fruits  are,  how- 
ever, found  in  plenty,  and  native  beef  is  abundant ;  the  har- 
bor also  abounds  in  excellent  fish,  and  the  neighboring  isl- 
ands afford  an  unlimited  supply  of  the  finest  green  turtle, 
the  usual  market-price  of  which  is  five  cents  per  pound. 
Aspinwall,  though  belonging  to  New  Granada,  has  a  sepa- 
rate civic  government,  the  control  of  which  is  possessed 
chiefly  by  residents  from  the  United  States,  most  of  whom 
are  connected  with  the  Panama  Eailroad  Company. 

JOUKNEY  OVER  THE  ROAD. 

While  the  principal  portion  of  the  route  of  the  Panama 
Eailroad  affords  to  the  traveler  but  little  of  historic  interest 
apart  from  its  own  construction,  passing  as  it  does  through 
the  heart  of  a  primeval  tropical  forest  for  many  miles  of  its 
extent,  and  among  the  wildest  and  most  picturesque  mount- 
ain scenery,  along  beautiful  rivers,  fertile  plains,  and  luxu- 
riant lowlands,  for  the  remainder  it  affords  the  observant 
traveler  an  opportunity  of  an  easy  enjoyment  and  acquaint- 
ance with  intertropical  nature  unsurpassed  in  any  part  of 
the  world.  Though  in  point  of  climate  a  perpetual  summer 
reigns,  the  summer  and  winter  are  represented  by  the  dry 
and  wet  seasons,  which  produce  in  the  appearance  of  the 
vegetation  a  constant  succession  of  changes  in  color  and 
form  ever  new  and  beautiful.  From  May  until  October 


ti 

i « 


PANAMA   RAILROAD.  85 

the  rains  fall  almost  daily  for  several  hours ;  there  are  usual- 
ly also  several  hours  each  day  of  bright  sunshine.  Occa- 
sionally throughout  the  wet  season  the  rain  falls  for  several 
days  without  cessation,  and  in  violence  and  amount  seldom 
if  ever  seen  in  northern  latitudes.  During  this  season  the 
forests  are  clothed  in  brilliant  and  varied  greens,  and  many 
of  the  large  forest-trees  are  covered  with  blossoms  of  white, 
scarlet,  or  yellow,  which,  together  with  the  myriads  of  par- 
asites, epiphytes,  and  flowering  vines,  often  produce  the 
most  gorgeous  effects.  During  the  dry  season,  which  occu- 
pies the  rest  of  the  year,  while  showers  are  not  uncommon, 
it  is  usual  to  see  two,  and  even  three  months  pass  without 
rain,  and  the  vegetation  is  scarcely  less  beautiful  than  in  the 
wet,  though  toward  the  latter  part  many  of  the  larger  trees 
are  destitute  of  foliage,  and  the  browns  and  yellows  of  dy- 
ing leaves  are  seen  on  every  side ;  yet  the  rich  greens  still 
preponderate  sufficiently  to  give  a  decided  summer  charac- 
ter to  the  whole ;  and  the  evergreen  palms,  from  which  hang 
numberless  clusters  of  ripe  palm-nuts  of  the  richest  scarlet ; 
the  lowland  trees,  that  blossom  at  every  season;  and  the 
passifloras,  and  many  other  beautiful  flowers,  that  develop 
only  in  the  dry  season,  make  it  difficult  to  say  which  of  the 
two  seasons  will  afford  the  rarest  botanical  and  floral  treat 
to  the  traveler ;  at  any  and  every  season  the  vegetation  is 
varied,  luxuriant,  and  gorgeous  beyond  comparison.  There 
are,  besides,  at  almost  every  step,  objects  novel  and  inter- 
esting among  the  riches  of  the  animal  kingdom,  and  also  in 
the  varied  geological  formations  displayed  along  the  line 
of  the  road ;  in  fact,  few  locations  in  the  world  present  a 
more  promising  field  of  research  for  the  botanist,  the  geol- 
ogist, or  the  student  of  natural  history.  Eminent  scien- 
tific men  from  the  United  States,  England,  and  Germany 
.ave  already  spent  considerable  time  and  labor  in  explora- 
tions here,  but  the  results  of  their  researches  have  not  as 
yet  been  given  to  the  public.  As,  however,  few  travelers 


86  HAND-BOOK   OF  THE 

over  the  road  have  any  opportunity  other  than  that  afford- 
ed by  the  rapid  railway  transit  to  examine  the  objects  of 
interest  on  its  course,  a  brief  account  of  the  more  promi- 
nent and  readily  recognized  will  perhaps  be  deemed  suffi- 
cient for  the  general  reader. 

In  making  the  journey  over  the  railroad  to  the  Pacific 
terminus,  starting  at  the  depot  at  Aspinwall,  a  third  of  a 
mile  brings  you  to  that  part  of  the  island  shore  where  the 
railway  leaves  it,  and  crosses  over  the  frith  to  the  swamps 
of  the  main  land.  At  this  point,  which  is  crossed  by  an 
artificial  isthmus  (built  originally  of  piles  and  crib- work, 
but  since  replaced  by  solid  stone  and  earth),  the  channel  is 
about  two  hundred  yards  in  width,  broadening  rapidly  to 
the  eastward  into  a  miniature  archipelago,  with  a  dozen 
little  islands  overgrown  with  mangrove  bushes,  and  lying 
upon  its  glassy  surface  like  emeralds  upon  a  mirror.  To 
the  westward  it  again  expands  into  a  wide,  placid  basin, 
only  separated  by  a  narrow  belt  of  foliage  from  the  waters 
of  the  bay.  The  shores  on  every  hand  are  skirted  with  a 
dense  growth  of  mangrove  bushes,  which  droop  deep  into 
the  water,  while  directly  in  front,  through  the  vista  opened 
by  the  railway,  an  apparently  interminable  forest  meets  the 
eye.  These  waters  abound  in  the  beautiful  varieties  offish 
known  among  the  natives  as  "fiores  del  mar,'7  or  "the 
flowers  of  the  sea:"  in  shape  and  size  they  resemble  the 
sun-fish  of  our  Northern  lakes,  and  are  remarkable  for  their 
varied  and  brilliant  colors. 

The  mangrove  bushes  are  not  unlike  the  banyan-tree  in 
the  manner  of  their  growth.  Their  branches,  shooting  down- 
ward, frequently  enter  the  soil,  take  root,  and,  interlacing 
again  and  again,  form  a  barrier  requiring  a  stout  hatchet  or 
machete  to  overcome.  Many  of  the  branches  which  dip 
into  the  water  are  loaded  with  a  variety  of  the  Crustacea, 
almost,  if  not  quite,  identical  with  our  Northern  oysters,  va- 
rying in  size  from  a  dime  to  a  dollar :  several  pounds  often 


MOUNT  HOPE. 


PANAMA   RAILROAD.  89 

depend  from  a  single  bough.  Submerged  by  every  tide, 
they  are  well  nourished  and  exceedingly  palatable,  and,  al- 
though so  small,  well  worth  the  trouble  of  opening.  En- 
glish snipe,  plover,  teal,  heron,  and  pelican  are  abundant 
about  here  at  certain  seasons. 

About  a  mile  farther  on,  to  the  left  of  a  spur  of  high 
land,  through  which  the  railway  passes  by  a  deep  long  cut, 
is  seen  the  tall  forest  of  Mount  Hope,  upon  which  is  located 
the  general  cemetery  of  Aspinwall.  A  pleasant  winding 
path  through  the  thick  undergrowth  soon  brings  you  upon 
the  spot.  Dense  foliage  surrounds  it  on  every  side.  This 
place  was  selected  for  a  burial-ground  shortly  after  the 
commencement  of  the  road,  and  many  victims  to  the  hard- 
ships of  the  work  and  the  virulence  of  the  climate  were  then 
buried  here ;  but  those  days  of  trial  have  passed,  and  the 
long  grass  waving  over  their  graves  tells  of  the  years  since 
then.  A  few  are  recent,  and  marked  by  simple  monu- 
ments ;  among  them  will  be  noticed  several  of  the  officers 
of  the  United  States  Home  Squadron.  The  lamented 
Strain  (whose  suffering  and  heroism  as  the  leader  of  the  ill- 
fated  Darien  expedition  are  still  fresh  in  the  memory  of  his 
countrymen)  lies  buried  here.  The  surrounding  woods,  es- 
pecially toward  evening  and  in  the  early  morning,  are  vocal 
with  the  notes  of  numerous  birds.  The  sweet  and  sonorous 
whistle  of  the  turpiale  and  the  cooing  of  the  turtle-dove 
mingle  with  the  harsh  cries  of  the  parrot  tribe  and  the  still 
harsher  note  of  the  toucan.  Frequent  opportunities  occur 
of  procuring  these  different  varieties  of  birds  from  the  na- 
tives, as  they  are  more  or  less  numerous  along  the  entire 
line  of  the  road,  and  become  domesticated  with  little  trouble. 
The  turpiale,  which  is  about  the  size  of  a  robin,  with  deep 
black  and  bright  yellow  plumage,  is  quite  equal  to  the  mag- 
pie in  intelligence  and  cunning,  and  is  one  of  the  finest 
whistlers  known.  The  toucan,  a  dark  scarlet-breasted  bird, 
about  the  size  of  a  pigeon,  with  a  heavy  serrated  bill  six  or 


90  HAND-BOOK   OF  THE 

seven  inches  in  length,  is  one  of  the  ornithological  curiosi- 
ties of  this  region ;  picking  up  its  food  on  the  point  of  its 
huge  beak,  by  a  sudden  jerk  it  tosses  it  up  half  a  yard,  and 
as  it  falls  catches  it  deep  in  its  throat ;  it  also  makes  extra- 
ordinary motions  over  the  water  when  attempting  to  drink. 
The  habits  of  the  toucan  in  this  respect  were  noticed  by  the 
early  Spanish- American  priests,  who,  averring  that  this  bird, 
in  drinking,  made  the  sign  of  the  cross  over  the  water,  called 
it  "  Dios  te  de"  (God  gives  it  thee).  Considerable  land  in 
the  vicinity  of  Mount  Hope  has  been  cleared,  and  cultivated 
with  success  and  profit.  Proceeding  along  the  track  be- 
yond Mount  Hope,  you  begin  to  bring  more  fully  into  view 
the  wondrous  wealth  of  the  Isthmian  forest.  For  a  space 
of  fifty  feet  on  either  side  of  the  solid  track  embankment 
the  original  growth  has  been  swept  away  and  replaced  by 
a  rich  display  of  aquatic  plants,  through  whose  broad  shin- 
ing leaves  myriads  of  callas  and  long,  slim-petaled  pond- 
lilies  struggle  out  to  fill  the  air  with  their  delicious  per- 
fume. This  low  and  recent  vegetation  is  walled  in  by  a 
primeval  growth  of  a  variety  and  luxuriance  that  almost 
defies  description.  Palm-trees,  slender  and  tall,  from  under 
whose  crowns  hang  long  scarlet  and  yellow  tassels;  palms, 
low  and  huge,  with  trunks  scarce  lifted  above  the  slimy 
ooze,  sending  out  graceful  pinnate  leaves  half  a  dozen  yards 
in  length ;  great  cedro  and  espabe  trees,  towering  up  like 
giants  for  a  hundred  feet,  then  sending  out  strong  arms 
that  almost  clasp  each  other  across  the  clearing,  their  trunks 
covered  with  thick  vines  and  parasites.  These  and  many 
other  varieties  are  so  closely  set  and  interwoven  together 
that  the  eye  fails  to  penetrate  into  the  depths  of  the  forest. 
The  great  number  and  variety  of  parasitic  growths  can  not 
fail  to  attract  constant  attention.  Almost  every  tree  and 
shrub  supports  more  or  less  of  these  treacherous  leeches,  in 
form  and  size  ranging  from  the  simple  tuft  of  grass  to  the 
enormous  growths  whose  branches  equal  in  magnitude  those 


PANAMA   RAILROAD.  91 

of  the  largest  trees,  and  frequently  exceed  those  of  the  poor 
victim  from  which  their  strength  is  drawn.  Some  are  seen 
which  had  originally  taken  root  upon  the  trunks  of  large 
and  thrifty  trees,  which,  under  their  exhausting  demands 
and  vice-like  embrace,  have  died  and  rotted  out,  leaving  the 
well-conditioned  leech,  though  a  mere  shell,  upright,  and  so 
like  the  original  tree  that,  except  for  occasional  apertures 
which  discloses  the  hollowness  within,  their  villainy  might 
at  a  little  distance  escape  detection.  Many  bear  beautiful 
and  fragrant  flowers.  A  curious  and  exceedingly  common 
variety  springs  from  seeds  deposited  in  the  ordure  of  birds 
upon  the  highest  trees,  sending  long  fibrous  tendrils,  with- 
out a  single  branching  twig,  down  to  the  earth,  when  it 
again  takes  root,  and  increases  in  size  until  it  frequently  at- 
tains a  diameter  of  five  or  six  inches.  Often  trees,  so  de- 
cayed that  otherwise  they  must  have  fallen,  are  by  these 
supports  retained  in  their  upright  position  for  many  years. 
The  smaller  ones,  combining  pliability  with  great  strength, 
are  much  used  as  cordage  by  the  natives.  Trailing  vines 
and  blossoming  creepers  are  on  every  side  in  great  profu- 
sion and  luxuriance,  enwrapping  the  trees  and  hanging  in 
variegated  festoons  from  the  branches.  As  you  proceed, 
every  moment  new,  and,  if  possible,  richer  varieties  of  vege- 
tation pass  in  quick  review,  until  you  are  almost  lost  in 
wonder  and  admiration.  At  about  three  miles  from  the 
terminus  a  bend  is  cut  off  in  the  small  sluggish  stream, 
called  the  Mindee,  whose  waters  are  half  concealed  by  the 
overhanging  verdure;  along  its  banks  the  tall  and  graceful 
bamboo,  that  giant  of  the  grasses,  adds  a  new  beauty  to  the 
scene.  The  waters  of  the  Mindee,  which  empties  into  Navy 
Bay  about  a  mile  and  a  half  from  Aspinwall,  abound  with 
alligators,  often  of  great  size,  which  afford  plenty  of  exciting 
sport  to  parties  from  the  city,  who  make  occasional  incur- 
sions upon  them,  and  to  the  natives,  who  value  them  greatly 
for  their  oil,  which  is  used  for  medication,  and  their  teeth, 


92  HAND-BOOK   OF  THE 

which  are  worn  as  potent  charms.  Not  unfrequently  these 
ugly  beasts  crawl  out  into  the  pools  along  the  railway 
track,  where  they  may  be  seen  basking  in  the  sun,  scarce- 
ly deigning  to  lift  their  unwieldy  heads  as  the  train  thun- 
ders by. 

In  the  immediate  vicinity  of  the  Mindee  some  of  the 
lands  are  dry  enough  to  be  susceptible  of  tillage.  Native 
huts  may  here  and  there  be  seen  near  the  road  surrounded 
by  patches  of  plantains,  bananas,  Indian-corn,  and  sugar- 
cane. Beyond  this  the  forest  vegetation  is  varied  and  en- 
riched by  a  species  of  the  palm,  from  the  fruit  of  which  the 
palm-oil  of  commerce  is  extracted.  It  differs  little  in  form 
from  the  tasseled  variety  which  has  been  previously  no- 
ticed, except  that  it  attains  a  greater  size,  and,  instead  of 
the  gaudy  tassel,  bears  immense  clusters  of  scarlet  nuts 
about  as  large  as  a  lime ;  the  clusters,  shooting  out  from  the 
trunk  of  the  tree  just  underneath  its  foliage,  hang  by  a  sin- 
gle stem,  and  are  often  two  or  three  feet  in  length,  con- 
trasting vividly  with  the  surrounding  verdure.  The  palm- 
tree,  that  prince  of  the  vegetable  kingdom,  which  is  so 
characteristic  of  tropical  vegetation,  is  nowhere  more  abun- 
dant in  variety  and  beauty  than  upon  the  Isthmus,  no  less 
than  twenty-one  varieties  having  already  been  found  and 
classified  here.  Conspicuous  among  them  for  their  practi- 
cal use  to  the  natives  of  the  country  are  the  "wine  palm," 
from  the  sap  of  which  is  distilled  a  sweet  and  intoxicating 
beverage;  the  "motombo,"  or  sago  palm,  which  furnishes 
the  sago ;  the  "  ivory  palm,"  producing  the  vegetable  ivory- 
nut  of  commerce;  the  "glove  palm,"  which  furnishes,  by 
the  covering  of  its  spatha,  ready-made  bags,  capable  of 
holding  grain,  etc.,  to  the  amount  of  nearly  half  a  bushel ; 
the  "cabbage  palm,"  the  tender  shoots  upon  the  summit 
of  which  resemble  in  appearance  and  nutritiousness  the  or- 
dinary cabbage ;  others  also  there  are  from  which  they  man- 
ufacture flax,  sugar,  various  domestic  utensils,  weapons,  and 


PANAMA   RAILROAD.  95 

food ;  besides  this,  the  habitations  of  the  people  are  framed 
of  their  trunks  and  roofed  with  their  leaves. 

Passing  the  seventh  mile-post,  you  emerge  from  the 
swamp,  and  come  to  the  Gatun  Station,  located  upon  the 
eastern  bank  of  the  Eio  Chagres,  which  is  at  this  point 
about  fifty  yards  in  width,  and  here  makes  a  great  bend, 
opening  beautiful  vistas  through  the  dense  forests  up  and 
down  its  course.  This  bank  of  the  river  is  formed  by  a 
ridge  of  low  hills,  across  the  foot  of  which  the  railway  runs. 
A  few  yards  from  the  road,  on  the  high  ground  to  the  left, 
are  the  buildings  of  the  station.  A  large,  two-story  framed 
building,  about  forty  feet  in  length  by  thirty  in  breadth, 
surrounded  by  piazzas  and  balustrades,  is  the  residence  of 
the  local  superintendent  and  the  foreign  workmen  employ- 
ed on  this  section.  Suitable  out-buildings  are  situated  in 
the  rear,  and  a  little  garden  in  front,  where  the  roses  and 
peonies,  the  pinks  and  pansies  of  our  northern  clime,  chal- 
lenge comparison  with  the  orchids,  fuchsias,  and  passifloras 
of  the  tropics ;  and  there  are  radishes,  cucumbers,  and  let- 
tuce contrasting  curiously  with  the  native  products  of  the 
place.  With  a  few  unimportant  exceptions,  this  establish- 
ment is  similar  to  that  of  all  the  stations,  which  are  situ- 
ated about  four  miles  distant  from  each  other  along  the  en- 
tire length  of  the  road.  The  duty  of  the  local  superintend- 
ent is  not  only  to  keep  the  track  along  his  section  in  per- 
fect repair,  but  to  give  his  personal  attention  to  all  matters 
which  can  in  any  way  impede  the  safety  or  dispatch  of  the 
regular  trains ;  and  to  this  ample  service,  in  a  great  meas- 
ure, is  due  the  immunity  from  accident  which  has  charac- 
terized the  running  of  the  Panama  Railroad  from  its  first 
establishment  to  the  present  day.  On  the  opposite  shore 
of  the  river  stands  the  ancient  native  town  of  Gatun,  which 
is  composed  of  forty  or  fifty  huts  of  cane  and  palm,  and  sit- 

Iuated  on  the  edge  of  a  broad  savanna  that  extends  back 
to  a  range  of  hills  a  mile  or  two  distant.     This  place  is 


96  HAJSTD-BOOK   OF   THE 

worthy  of  mention  as  a  point  where,  in  the  days  by-gone, 
the  bongo-loads  of  California  travelers  used  to  stop  for  re- 
freshment on  their  way  up  the  river;  where  "eggs  were  then 
sold  four  for  a  dollar,  and  the  rent  for  a  hammock  was  two 
dollars  a  night." 

From  Gatun  the  course  of  the  road  lies  along  the  base 
of  an  irregular  line  of  high  lands  that  rise  up  from  the 
eastern  side  of  the  valley  o£  the  Rio  Chagres,  and  a  few 
hundred  yards  brings  you  to  the  Eio  Gatun,  a  tributary 
of  the  Chagres,  which  is  crossed  by  an  iron  truss-girder 
bridge  of  ninety-seven  feet  span.  The  dense  swamp-growth 
looms  up  on  either  side  like  a  wall,  while  rising  out  of  it, 
close  on  the  left,  are  two  fine  conical  peaks,  called"  Lion" 
and  "Tiger"  hills,  which  attract  attention  by  the  regu- 
larity of  their  outlines  and  the  dense  and  gorgeous  for- 
ests with  which  they  are  covered.  These  hills  received 
their  titles  from  the  immense  numbers  of  howling  monkeys 
which  inhabited  this  district  previous  to  and  during  the 
construction  of  the  road,  and  whose  frequent  roaring  made 
the  night  hideous,  and  were  often  mistaken  by  the  unin- 
itiated for  the  formidable  animals  which  their  cries  close- 
ly resembled.  These,  as  well  as  several  smaller  varieties, 
still  abound  in  the  neighborhood,  and  their  howlings  at 
nightfall  are  frequently  heard,  but  the  progress  of  improve- 
ment has  driven  them  from  the  immediate  vicinity  of  the 
road. 

Passing  the  Lion  Hill  Station,  which  has  a  fine  cultivated 
clearing  on  the  high  ground  behind  it,  the  vegetation  be- 
comes less  dense,  and  more  decidedly  aquatic  in  its  char- 
acter; large  patches  of  cane-brake,  huge  tree-ferns,  low 
palms  in  great  variety,  and  scrubby  mangroves,  rise  out  of 
the  dark  pools  in  the  swamps  by  the  road-side.  Along 
this  section  is  found  that  rare  variety  of  the  Orchid  family, 
the  Peristera  elata,  known  as  the  "  Espiritu  Santo."  Its  blos- 
som, of  alabaster  whiteness,  approaches  the  tulip  in  form,  and 


PANAMA   KAILROAD.  97 

gives  forth  a  powerful  perfume  not  unlike  that  of  the  mag- 
nolia ;  but  it  is  neither  for  its  beauty  of  shape,  its  purity 
of  color,  nor  its  fragrance  that  it  is  chiefly  esteemed.  Best- 
ing within  the  cup  of  the  flower,  so  marvelously  formed 
-that  no  human  skill,  be  it  never  so  cunning,  could  excel  the 
resemblance,  lies  the  prone  image  of  a  dove.  Its  exqui- 
sitely moulded  pinions  hang  lifeless  from  its  sides,  the  head 
bends  gently  forward,  the  tiny  bill,  tipped  with  a  delicate 
carmine,  almost  touches  its  snow-white  breast,  while  the 
expression  of  the  entire  image  (and  it  requires  no  stretch 
of  the  imagination  to  see  the  expression)  seems  the  very  in- 
carnation of  meekness  and  ethereal  innocence.  No  one 
who  has  seen  it  can  wonder  that  the  early  Spanish  Catho- 
lic, ever  on  the  alert  for  some  phenomenon  upon  which  to 
fasten  the  idea  of  a  miraculous  origin,  should  have  bowed 
down  before  this  matchless  flower,  and  named  it  "  Flor  del 
Espiritu  Santo,"  or  "  the  Flower  of  the  Holy  Ghost,"  nor 
that  the  still  more  superstitious  Indian  should  have  accepted 
the  imposing  title,  and  ever  after  have  gazed  upon  it  with 
awe  and  devotional  reverence,  ascribing  a  peculiar  sanctity 
even  to  the  ground  upon  which  it  blossoms,  and  to  the  very 
air  which  it  ladens  with  its  delicious  fragrance.  It  is  found 
most  frequently  in  low  and  marshy  grounds,  springing 
from  decayed  logs  and  crevices  in  the  rocks.  Some  of  the 
most  vigorous  plants  attain  a  height  of  six  or  seven  feet ; 
the  leaf-stalks  are  jointed,  and  throw  out  broad  lanceolate 
leaves  by  pairs ;  the  flower-stalks  spring  from  the  bulb,  and 
are  wholly  destitute  of  leaves,  often  bearing  a  cluster  of 
not  less  than  a  dozen  or  fifteen  flowers.  It  is  an  annual, 
blooming  in  July,  August,  and  September,  and  has  in  sev- 
eral instances  been  successfully  cultivated  in  the  conserva- 
tories of  foreign  lands.  In  former  times  bulbs  of  the  plant 
could  rarely  be  obtained,  and  then  only  with  much  labor 
and  difficulty;  but  since  their  localities  have  become  fa- 
miliar to  the  less  reverential  Anglo-Saxon,  great  numbers 

B 


98  HAND-BOOK   OF   THE 

have  been  gathered  and  distributed  throughout  different 
parts  of  the  world,  though  their  habits  and  necessities  have 
been  so  little  appreciated  that  efforts  to  bring  them  to 
flower  usually  prove  ineffectual ;  if,  however,  they  are  pro- 
cured in  May  or  June,  after  the  flower-stalk  has  started,  when 
sufficient  appropriate  nutriment  resides  in  the  bulb  to  de- 
velop the  perfect  flowers,  they  can  be  safely  transplanted, 
and  will  flower  under  the  ordinary  treatment  adapted  to 
the  bulbous  plants  of  colder  climates.  The  bulbs,  dried  or 
growing,  may  be  procured  either  at  Aspinwall  or  Panama 
at  from  two  to  five  dollars  per  dozen. 

The  next  station  is  called  "Ahorca  Lagarto,"  "  to  hang 
the  lizard,"  deriving  its  name  from  a  landing-place  on  the 
Chagres  near  by;  this,  again,  named  from  having,  years 
back,  been  pitched  upon  as  an  encampment  by  a  body  of 
government  troops,  who  suspended  from  a  tree  their  ban- 
ner, on  which  was  a  lizard,  the  insignia  of  the  Order  of 
Santiago.  The  land  around  this  station,  though  low  and 
level,  is  cohered  with  a  noble  forest-growth,  among  which 
is  found  the  huge  cedro-tree,  from  which  the  native  hollows 
out  his  canoe,  sometimes  of  fifteen  or  twenty  tons  burthen ; 
its  broad,  plane-shaped  roots  extend  out  on  every  side  like 
buttresses,  and  its  trunk  towers  up,  without  a  branch,  for  a 
hundred  feet,  supporting  a  canopy  of  foliage  often  fifty 
yards  in  diameter.  A  short  distance  from  the  station, 
close  to  the  left  side  of  the  track,  is  one  called  "  Stephens's 
Tree,"  not  less  than  five  or  six  yards  in  diameter  at  its 
base.  A  luxuriant  growth  of  vines  decorates  its  trunk, 
and,  winding  out  upon  its  branches,  hangs  down  like  a 
thickly-woven  curtain  to  the  lesser  growth  beneath.  Its 
trunk  is  studded  with  parasites,  and  usually  fine  specimens 
of  the  Orchidacese  may  be  seen  blooming  among  its  foliage. 
Several  varieties  of  mahogany  are  also  found  here,  and 
occasionally  the  lignum-vitae-tree ;  the  most  of  the  trees, 
however,  are  only  known  by  local  names,  which  can  convey 


PANAMA   RAILROAD.  108 

to  the  traveler  but  little  idea  of  their  character.  Along 
the  track  may  be  seen  the  sensitive  plant,  with  its  feath- 
ery pink  blossoms  growing  in  wild  profusion.  The  wild 
pine-apple,  a  species  of  Agave,  is  also  abundant.  This 
plant  is  similar  in  form  and  growth,  to  the  cultivated  pine- 
apple, except  that  the  leaves  are  often  eight  or  ten  feet  in 
length,  and  afford  a  vegetable  fibre  which  makes  excellent 
cloth ;  the  fruit,  which  is  edible  and  not  unpleasant,  is  of 
the  most  brilliant  scarlet,  and  forms  a  beautiful  contrast 
with  the  surrounding  foliage.  A  mile  or  so  farther  on 
the  forest  becomes  less  lofty,  and  the  traveler  soon  passes 
what  may  easily  be  mistaken  for  the  overgrown  ruins  of 
some  ancient  city:  walls,  watch-towers,  tall  columns,  and 
Gothic  arches  are  on  either  hand,  and  it  will  be  difficult  to 
realize  that  Nature  alone,  with  a  lavish  and  fantastic  hand, 
has  shaped  this  curious  scene  out  of  myriads  o£  convolvuli ; 
whole  clumps  of  trees  are  covered  in  by  them,  so  that  they 
appear  like  the  remains  of  huge  fortifications ;  tall  stumps 
of  palm  look  like  broken  columns  overgrown  with  verdure ; 
and  when  they  lean  together,  as  in  several  instances  is  the 
case,  great  Gothic  arches  are  formed.  So  dense  is  this  en- 
shrouding web  of  creepers  that  scarce  a  tree  or  branch  can 
be  recognized  through  it  over  a  space  of  several  acres,  and 
the  whole  of  this  wondrous  display  is,  at  certain  seasons, 
decorated  with  bright  blue  trumpet-shaped  flowers. 

Leaving  behind  this  city  of  verdure,  a  chain  of  high  and 
densely- wooded  hills  on  the  left  is  brought  into  view,  and, 
winding  along  its  base,  another  station,  called  "  Bujio  Sol- 
dado,"  or  "Buyo  Soldado"  ("  the  Soldier's  Home"),  is  passed. 
Here  opens,  on  the  right,  a  fine  view  up  the  Rio  Chagres. 
A  mile  farther  on  is  an  excellent  quarry  of  freestone  along- 
side the  track,  from  which  large  quantities  of  building  and 
:  ballasting  material  have  been  quarried  by  the  Company. 
A  little  farther  on,  upon  the  edge  of  the  steep  river  bank, 
is  the  site  of  a  cottage,  notable  as  having  been  the  favorite 


104:  HAND-BOOK   OF   THE 

residence  of  the  late  J.  L.  Stephens,  the  celebrated  author 
and  traveler,  who  spent  much  of  his  later  life  in  developing 
this  great  railway  enterprise;  but  little  now  remains  ex- 
cept its  ruins,  and  the  stately  palm  that  long  ago  threw  its 
shadow  over  his  once  beautiful  garden.  From  this  point 
beautiful  views  up  and  down  the  river  are  visible,  while 
across,  the  high  opposing  bank  stretches  back  in  a  broad 
plateau,  covered  with  low  foliage,  from  among  which  occa- 
sional tall  trees  shoot  up,  until  it  meets  a  range  of  distant 
hills.  Continuing  your  course,  with  an  occasional  view  of 
the  river,  which  winds  like  a  great  serpent  along  this  tor- 
tuous valley,  you  soon  come  to  the  native  town  of  "Bueno 
Vistita"  ("beautiful  little  view").  This  is  a  collection  of 
thirty  or  forty  rude  palm  huts,  skirting  the  track,  and  occu- 
pied by  the  families  of  native  laborers  along  the  road.  A 
few  native  women,  bareheaded,  in  long,  heavily-flounced 
muslin  dresses,  off  at  the  shoulder,  'and  usually  a  naked 
"picaninny"  astride  the  hip,  forms  the  chief  feature  of  the 
population,  while  the  balance  is  made  up  of  dogs,  pigs,  chick- 
ens, and  children,  in  a  charming  state  of  affiliation.  Very 
few  of  the  aborigines  of  the  country  are  found  on  this  por- 
tion of  the  Isthmus,  the  inhabitants  being,  for  the  most  part, 
a  mixture  of  Spaniard  and  Indian.  There  are,  however, 
many  Africans  and  half-breeds,  descended  from  the  old 
Spanish  slaves  of  this  province,  or  imported  from  Cartha- 
gena  and  Jamaica.  The  former,  usually  peaceable  and  in 
dustrious,  cultivate  little  patches  of  land,  and  occasionally 
raise  a  few  cattle ;  but  the  latter  are  a  restless,  turbulent  set, 
requiring  a  strong  hand  to  keep  them  in  subjection ;  being, 
however,  hardy  and  athletic,  they  have  been  much  employ- 
ed as  laborers  on  the  road.  A  glance  into  the  huts  of  these 
people  and  at  their  surroundings  will  give  an  idea  of  the 
manner  of  living  of  the  greatest  portion  of  the  native  inhab- 
itants of  the  country.  The  body  of  the  dwelling  is  com- 
posed of  bamboo;  the  roof  is  thatched  with  leaves  of  the 


PANAMA   RAILEOAD, 


107 


.palm ;  the  floor  is  the  bare  earth ;  occasionally  there  is  a 
-loft,  which  is  reached  by  an  upright  post,  with  deep  notches 
cut  on  either  side  answering  for  stairs.  Hammocks  of  veg- 
etable fibre  or  cotton  cloth  are  the  usual  beds,  which  also 
constitute  the  favorite  lounging-place  during  the  day.  Be- 
sides these,  a  rude  bench  or  two,  a  kettle,  half  a  dozen 
earthen  platters  and  water-jars,  and  a  few  gourds  for  water, 
complete  the  furniture  of  the  native  hut.  Sun-dried  and 
fresh  beef,  and  pork,  eggs,  and  fowls,  are  cheap  and  plenty. 
Their  food,  however,  is  mostly  vegetable,  the  yam  and  plan- 
tain holding  the  chief  place.  The  "bread-fruit  is  plentiful, 
and  grows  spontaneously.  Rice  is  raised,  and  consumed  to 
a  considerable  extent;  and  a  large  variety  of  tropical  fruits 


THE  AVOCADO  TEAK. 


are  abundant.     Besides  the  pine-apple,  orange,  lemon,  lime, 
and  banana,  which  arrive  at  great  perfection  here,  there 


108  HAND-BOOK   OF  THE 

are  many  kinds  of  fruit  seldom  seen  out  of  the  tropics, 
which  are  delicious  and  wholesome  ;  the  bread-fruit,  the  av- 
ocado or  alligator  pear,  the  papaya,  the  Mamei  and  star-ap- 
ples, the  chirimoya,  the  mango,  the  zapote,  the  granadilla 
(fruit  of  the  passion- vine),  and  many  others,  growing  spon- 
taneously or  with  the  most  careless  cultivation. 

The  Spanish  language  is  universally  spoken  by  the  na- 
tives, greatly  corrupted,  however,  by  provincialisms.  In 
disposition  the  native  is  usually  peaceable  and  inoffensive. 
The  Koman  Catholic  religion  is  universally  professed,  but 
their  ideas  of  it,  beyond  a  superstitious  appreciation  of  the 
power  and  influence  of  the  priests,  and  the  efficacy  of  holy 
relics  and  tokens,  are  exceedingly  limited. 

Squatter  sovereignty  obtains  here  on  a  very  liberal  scale, 
each  citizen  being  entitled  to  claim,  occupy,  and  hold  "  all 
that  lot,  piece,  or  parcel  of  land"  that  can  be  distinctly  seen 
from  any  given  point  thereon,  of  the  unoccupied  lands  of 
the  government.  The  Spaniard  and  half-breed  frequently 
avail  themselves  of  this  privilege,  carrying  on  cattle-raising 
to  a  considerable  extent,  besides  occasionally  producing  a 
little  sugar,  rice,  etc.,  for  market.  The  general  class  of  na- 
tives, however,  are  gregariously  inclined,  and  seldom  covet 
more  than  enough  for  a  little  hut  and  garden-patch  which 
supplies  the  necessities  of  life. 

Passing  a  couple  of  miles  more  of  forest,  intersected  by 
one  or  two  small  tributaries  of  the  Chagres  Eiver,  you  ar- 
rive at  the  Frijoli  Station;  here,  during  the  dry  season, 
may  be  seen  the  gorgeous  scarlet  passion-flower,  as  well  as 
the  purple  variety,  in  great  abundance.  Occasionally  small 
gangs  of  natives  are  seen  engaged  in  clearing  away  the  re- 
cent growths  along  the  track  with  their  machetas.  The 
machete  is  a  sort  of  hiltless  broadsword,  from  two  to  three 
feet  in  length,  heavy,  straight,  and  pointed,  with  a  handle  of 
wood  or  bone,  and  is  the  universal  companion  of  the  native 
of  this  country ;  with  it  he  cuts  his  path  through  the  tangled 


PANAMA  EAILKOAD.  109 

forest,  clears  his  little  plantation,  builds  his  hut ;  with  it,  too, 
he  plants  his  crops  and  reaps  them ;  it  is  usually  his  only 
weapon  of  offense  and  defense ;  and  from  the  half-grown  boy 
to  the  gray-headed  patriarch,  you  seldom  find  one,  waking 
or  sleeping,  without  his  cherished  machete.  This  section  is 
rich  in  its  variety  of  the  birds,  beasts,  reptiles,  and  insects 
peculiar  to  intertropical  America.  Here  are  found  frequent 
colonies  of  the  oriole,  or  hanging-bird,  whose  beautifully- 
woven  nests,  often  two  or  three  feet  long,  may  be  seen  de- 
pending by  scores  from  the  trees.  Several  richly-colored 
varieties  of  parrots  and  toucans,  trogons,  tangers,  humming- 
birds, etc.,  abound.  Grouse  and  the  crested  wild  turkey  are 
found  on  the  higher  grounds  of  the  interior.  The  tapir  is 
occasionally  found  in  the  river  and  marshy  grounds  adjoin- 
ing. Monkeys  in  variety,  the  opossum,  the  ant-eater,  the  pec- 
cary, or  wild  hog,  the  sloth,  the  deer,  bear,  cougar,  and  two 
or  three  varieties  of  the  tiger-cat,  are  native  here.  Among 
the  many  varieties  of  the  lizard  tribe  which  abound  is  the 
iguana,  which  grows  to  a  large  size,  viz.,  from  three  to  six 
feet  in  length,  and  is  eagerly  sought  for  by  the  natives  for 
its  flesh,  which  is  tender  and  delicate  as  a  chicken,  and  also 
for  its  eggs.  Females  of  this  species  are  sometimes  cap- 
tured, cut  open,  the  eggs  removed,  the  animal  permitted  to 
escape,  and  the  natives  aver  that  after  this  barbarous  pro- 
ceeding they  uniformly  recover.  The  eggs  are  about  the 
size  of  a  marble,  yellow  and  shriveled,  and  may  be  seen 
hanging  in  bunches  for  sale  in  any  native  market,  and  are 
by  no  means  unpalatable.  Land-crabs  abound  in  great 
numbers,  and  are  esteemed  a  delicate  article  of  food.  The 
most  common  variety  is  of  a  pale  blue  color,  and  as  large 
as  half  a  cocoanut.  Stories  are  told  of  their  rapacity  and 
carnivorous  tastes  that  almost  surpass  belief.  It  is  said  that 
the  largest  animals,  dead  or  wounded  past  resistance,  are 
frequently  reduced  by  them  to  whitened  skeletons  in  a  sin- 
gle night.  There  are  several  other  smaller  varieties,  some 


110  HAND-BOOK   OF   THE 

of  which  are  beautifully  colored.  Among  the  venomous 
insects,  the  tarantula,  the  centipede,  and  the  scorpion  are 
frequently  met.  Among  the  troublesome  insects  are  white, 
red,  and  black  ants,  musquitoes,  sand-flies,  fleas,  garapatos, 
or  wood-ticks,  and  the  chigoe,  or  jigger,  which  last  not  only 
bites,  but  burrows  under  the  skin,  and  there  deposits  its 
eggs,  which,  if  not  speedily  removed,  will  hatch  out  a  troub- 
lesome nest  of  minute  worms,  producing  great  inflamma- 
tory disturbance  in  the  part.  As,  however,  they  are  at  first 
very  superficial,  and  inclosed  in  a  little  membranous  sac, 
this  is  easily  removed  entire  with  a  needle,  and  no  farther 
trouble  ensues ;  they  are  fortunately  not  common  here,  and 
seldom  annoy  any  but  the  barefooted  native.  Venomous 
snakes,  though  occasionally  seen,  are  not  common.  The 
boa  constrictor  is  native  here,  and  sometimes  is  found  from 
twelve  to  eighteen  feet  in  length ;  it  is,  however,  exceed- 
ingly rare  to  hear  of  any  serious  injury  having  been  done 
by  any  of  them.  The  alligator,  which  is  found  more  or 
less  plentifully  in  all  parts  of  the  Chagres  and  its  tributaries, 
and  the  adjacent  streams  and  swamps,  frequently  attacks 
and  destroys  dogs  and  cattle,  and  occasional  instances  have 
occurred  where  the  natives,  imprudently  venturing  into  the 
waters  infested  with  'them,  have  fallen  a  prey  to  their  ra- 
pacity. 

Leaving  Frijoli,  fine  fields  of  Indian-corn  may  be  seen 
here  and  there  nestled  under  the  hills;  dense  groves  of 
palms  and  superb  displays  of  convolvuli  are  also  found 
along  this  section  for  a  couple  of  miles,  when  you  approach 
the  lofty  banks  of  the  Chagres  at  Barbacoas,  and  cross  the 
river  by  a  huge  wrought-iron  bridge  six  hundred  and 
twenty -five  feet  in  length,  eighteen  in  breadth,  and  stand- 
ing forty  feet  above  the  surface  of  the  water,  and  said  to  be 
one  of  the  longest  and  finest  iron  bridges  in  the  world. 
After  crossing  the  Chagres  at  this  point,  instead  of  low 
grounds  and  virgin  forests,  a  beautiful  stretch  of  meadow- 


PANAMA   RAILROAD.  115 

lands,  bounded  by  high  precipitous  hills,  meets  the  view ; 
while  the  river,  broad  and  swift,  curves  around  like  a 
horseshoe  through  its  deep  channel  on  the  left  and  behind, 
displaying  along  its  banks  groups  of  a  gigantic  species  of 
branchless  ceiba,  that  breaks  the  outline  of  dense  palm  and 
cocoa  groves. 

The  cultivation  of  the  lands  at  this  point  is  said  to  date 
back  for  more  than  two  centuries,  and  to  have  been  worked 
originally  by  the  Jesuits.  At  about  half  a  mile  from  the 
bridge  the  San  Pablo  Station  is  passed,  and  a  little  farther 
on  a  fine  quarry  of  recent  volcanic  rock;  from  thence, 
through  occasional  cleared  and  cultivated  lands,  you  pass 
to  the  station  at  Mamei  and  the  native  town  of  Gorgona, 
noted  in  the  earlier  days  of  Chagres  Eiver  travel  as  a  place 
where  the  wet  and  jaded  traveler  was  accustomed  to  worry 
out  the  night  on  a  raw  hide,  exposed  to  the  insects  and  the 
rain,  and  in  the  morning,  if  he  was  fortunate,  regale  him- 
self on  jerked  beef  and  plantains.  The  road  now,  leaving 
the  course  of  the  river,  passes  on  through  deep  clay  banks 
and  rocky  cuts,  presenting  little  novelty  beyond  the  mag- 
nitude of  the  labor  expended  upon  them  in  establishing 
the  railway,  until,  sweeping  around  a  hill,  the  beautiful 
meadow-lands  of  Matachin  open  to  the  view.  Here,  rising 
in  their  stateliness,  the  classic  sheaves  of  the  royal  palm 
shed  an  air  of  Eastern  beauty  over  the  landscape.  A  na- 
tive village  dots  the  foreground ;  on  the  left  the  waters  of 
the  Chagres,  broadened  at  this  point  by  the  Eio  Obispo  (its 
greatest  tributary),  is  seen  through  the  ceiba  groves  that 
skirt  its  banks,  while  on  the  right  and  in  front  the  scene  is 
bounded  by  a  group  of  conical  hills  covered  with  short 
grass  and  studded  with  palms.  The  completion  of  the 
Panama  Eailroad  in  1855  was  here  celebrated  with  great 
ceremony  and  rejoicing,  and  the  corner-stone  of  a  monu- 
ment to  its  originators  and  constructors  was  erected  upon 
the  crest  of  the  hisrhest  and  most  beautiful  of  these  hills. 


116 


HAND-BOOK   OF   THE 


The  railway  has  several  side  branches  at  Matachin,  and  is 
the  usual  point  of  meeting  for  the  trains  from  either  ter- 
minus. As  there  is  usually  a  little  delay  on  such  occasions, 
the  natives  take  advantage  of  it  to  traffic  with  the  pas- 
sengers. Almost  every  hut  displays  something  for  sale: 


NATIVE  HUT  AT  MATACHIN. 


cakes,  "dulces,"  or  native  candy,  and  the  various  fruits  of 
the  region.  Here  the  oranges  are  unusually  fine.  There  is 
also  a  saloon,  kept  by  a  native,  where  very  good  English 
beer,  French  claret,  crackers  and  cheese,  etc.,  may  be  ob- 
tained. From  Matachin,  passing  along  the  base  of  "Monu- 
ment Hill"  the  narrow  valley  of  the  Eio  Obispo  is  entered, 
and  its  waters  are  crossed  by  stout  iron  bridges  twice  with- 
in the  distance  of  a  mile ;  then  you  pass  the  Obispo  Station, 
and  continue  along  the  course  of  the  Obispo  River,  over  a 
fine  rolling  and  luxuriant  woodland,  where  the  delicious 
wild  mango,  the  zapote,  the  nispero,  and  the  guava  are  fre- 


PANAMA   RAILROAD.  121 

quently  seen ;  also  occasional  native  huts,  surrounded  by 
cultivated  fields.  From  the  station  at  Obispo  the  grade  is 
ascending,  with  a  maximum  of  sixty  feet  to  the  mile.  Con- 
tinuing to  rise  for  about  three  miles,  you  pass  the  "  Empire 
Station,"  and  reach  the  "Summit,"  or  highest  elevation 
of  the  railway  above  the  mean  level  of  the  Atlantic  and 
Pacific  Oceans.  Here  is  a  little  native  settlement  called 
"Culebra"  ("the  Snake"),  noted  as  having  been  the  ter- 
minus of  the  road  in  1854.  Then,  passengers  arriving  at 
this  place  by  the  cars  from  the  Atlantic  shore  were  com- 
pelled to  mount  upon  mules,  and  flounder  on  through 
heavy  sloughs  and  rapid  streams,  along  the  borders  of  deep 
ravines  and  over  precipitous  mountains,  exposed  to  drench- 
ing rains  in  the  wet  season,  and  a  broiling  sun  in  the  dry, 
not  unfrequently  attacked  and  plundered  by  banditti,  with 
which  the  road  was  then  infested,  until,  after  a  whole  day's 
labor  and  peril,  they  arrived  at  Panama,  only  twelve  miles 
distant.  "  Culebra"  at  that  time  was  a  thrifty  place,  boast- 
ing of  two  or  three  hotels,  imported  ready-made  from  the 
United  States,  into  which  often  more  than  a  thousand  men, 
women,  and  children  were  promiscuously  stowed  for  a 
night.  There  were  also  twenty  or  thirty  native  huts, 
about  twelve  feet  square,  each  of  which  was  considered 
of  ample  dimensions  to  house  a  dozen  wayworn  travelers, 
only  too  thankful  to  find  a  spot  of  dry  ground  upon  which 
to  spread  their  blankets ;  but  its  glory  has  departed,  and 
scarce  a  vestige  remains  to  tell  of  its  former  estate.  From 
Culebra  the  road  passes  through  a  deep  clay  cutting  from 
twenty  to  forty  feet  in  depth,  and  nearly  a  third  of  a  mile 
in  length.  At  this  point  commences  the  Pacific  slope  of 
the  road,  with  a  descending  grade  of  sixty  feet  to  the  mile. 
The  surrounding  scenery  now  becomes  bold  and  pictur- 
esque in  the  highest  degree.  Lofty  conical  mountains  rise 
on  every  side  from  among  the  irregular  ridges  that  form 
the  upper  boundaries  of  the  Rio  Grande.  The  course  of 

F 


122  HAND-BOOK   OF   THE 

the  road  now  lies  across  steep  rocky  spurs  and  deep  ra- 
vines between  them  and  along  their  precipitous  sides.  High 
embankments  and  heavy  cuttings  are  frequent.  Here,  also, 
the  vegetation  is  profuse  and  gorgeous;  tall  forests  cover 
the  whole  landscape  as  far  as  the  eye  can  reach.  At  about 
a  mile  from  the  summit  the  road  passes  along  the  side  of  a 
huge  basaltic  cliff,  whose  great  crystals,  nearly  a  foot  in  di- 
ameter, and  from  eight  to  twelve  feet  in  length,  lie  at  an 
angle  of  about  forty  degrees.  In  the  earlier  days  of  the 
road  this  cliff  presented  a  lofty,  broken,  and  jagged  appear- 
ance, that  seemed  almost  to  overhang  and  threaten  the  safe- 
ty of  those  passing  along  the  track  below.  These  great 
crystals  of  basalt,  firm  and  compact,  but  easily  dislodged, 
have  been  so  extensively  used  in  the  ballasting  of  the  road, 
etc.,  along  this  section,  that  the  once  grand  and  picturesque 
appearance  of  the  cliff  is  almost  entirely  destroyed ;  enough, 
however,  remains  to  strike  the  beholder  with  admiring  won- 
der, on  contemplating  this  curious  formation,  at  the  still 
visible  regularity  and  beauty  of  its  crystallization,  and  with 
awe  when  he  jeflects  upon  the  gigantic  internal  forces  that 
have  resulted  in  its  upheaval.  It  is  one  of  the  few  known 
examples  in  the  world  where  the  natural  perpendicular 
which  basaltic  formations  always  assume  (so  beautifully  seen 
in  the  Fingal's  Cave  at  Staffa,  and  along  the  "  Palisades" 
of  the  Hudson)  has  been  so  rent  and  displaced.  But  this 
whole  region  gives  unmistakable  evidence  that  great  and 
comparatively  recent  volcanic  forces  have  been  instrumental 
in  its  formation.  There  is  no  continuity  of  the  mountain 
ranges ;  conical  peaks  rise  up  on  every  side ;  perfect  ma- 
rine shells  and  coral  are  found  on  their  very  summits,  and 
the  strata  of  the  rocks  exposed  by  the  cuttings  of  the  rail- 
road are  all  volcanic.  The  Eio  Grande  at  this  point  is  a 
narrow  and  noisy  torrent,  winding  along  through  the  dense 
forests  far  below  the  track ;  the  caoba,  the  cedro,  and  the 
malvicino  trees  rise  up  like  lords  of  the  land  over  the  end- 


BASALTIC  CLIFF. 


PANAMA   RAILROAD.  127 

less  growths  of  palm  and  the  innumerable  varieties  of  other 
tropical  woods  that  interweave  below  them.  After  nearly 
three  miles  of  this,  the  beautiful  undulating  valley  of  "  Pa- 
raiso,"  or  "Paradise,"  is  reached,  surrounded  by  high  coni- 
cal hills,  where  Nature,  in  wild  profusion,  seems  to  have  ex- 
pended her  choicest  wealth.  From  Paraiso  the  road  con- 
tinues on  over  ravines,  and  curves  around  the  base  of  fre- 
quent conical  mountains,  gradually  descending  until  the 
low  lands  and  swamps  of  the  valley  of  the  Bio  Grande  are 
passed,  when  looming  up  in  the  distance  is  seen  the  high, 
bald  head  of  Mount  Ancon,  whose  southern  foot  is  washed 
by  the  waters  of  the  Pacific  Ocean.  On  the  left  rises  "  Cerro 
de  los  Buccaneros"  ("the  Hill  of  the  Buccaneers"),  from 
whose  summit  the  pirate  Morgan,  on  his  marauding  march 
across  the  Isthmus  in  1670,  had  his  first  view  of  ancient 
Panama,  and  where  he  encamped  on  the  night  previous  to 
his  attack  and  pillage  of  that  renowned  city.  Crossing  by 
bridges  of  iron  the  San  Pedro  Miguel  and  the  Caimitillo 
(narrow  tide-water  tributaries  of  the  Eio  Grande),  the  Eio 
Grande  Station  is  passed.  Prom  thence,  through  alternate 
swamp  and  cultivated  savanna,  the  muddy  bed  of  the  Eio 
Cardenas  is  crossed ;  when,  leaving  the  Eio  Grande  to  the 
eastward,  a  fine  stretch  of  undulating  country  around  the 
base  of  Mount  Ancon  is  brought  into  view,  enlivened  by 
native  huts  and  cultivated  fields.  About  a  mile  farther  on 
may  be  seen  the  long  metallic  roofs  of  the  railroad  build- 
ings of  the  Pacific  terminus  peeping  out  from  a  grove  of 
cocoa-trees,  and  a  little  beyond  them,  and  to  the  right,  the 
Cathedral  towers,  the  high-tiled  roofs  and  dilapidated  forti- 
fications of  the  city  of  Panama,  while  through  the  inter- 
vening foliage  occasional  glimpses  of  the  "ever  peaceful 
ocean"  assure  the  traveler  that  the  transit  of  the  Isthmus 
is  nearly  accomplished,  and  a  few  minutes  more  brings 
him  safely  into  the  spacious  passenger  depot  of  the  Bail- 
road  Company  at  Panama. 


128  HAND-BOOK  OF  THE 

Passing  through  the  depot,  and  from  thence  directly  on- 
ward to  the  sandy  beach  of  the  Bay  of  Panama,  about  fifty 
yards  distant,  a  beautiful  panorama  opens  upon  the  view. 
On  the  left  are  the  commodious  warehouses  and  the  long, 
covered,  iron-piled  wharf  of  the  Railroad  Company,  along- 
side of  which  the  small  steamers  and  tugs  lie  to  take  on  or 
discharge  passengers  and  freight  for  the  larger  vessels  an- 
chored in  the  bay.  Beyond  the  wharf  a  white  sandy  beach 
sweeps  around  a  quarter  circle  of  a  couple  of  miles,  skirted 
by  tangled  masses  of  foliage  interspersed  with  groups  of 
cocoa-trees.  A  ridge  of  high  and  broken,  but  heavily  wood- 
ed land  rises  up  behind,  sloping  down  to  the  eastward  to- 
ward the  peaceful  ocean,  that  stretches  out  to  the  horizon 
before  you.  On  the  right,  the  city,  high- walled  and  turret- 
ed,  stands  boldly  out  into  the  ocean,  like  Balboa  of  old,  as 
if  still  claiming  dominion  over  the  limitless  expanse ;  no 
longer  bristling  with  defiant  cannon  or  decked  with  the 
flaunting  colors  of  the  Conquistador,  but  deserted,  crum- 
bling, and  grass-grown,  "  mellowed  into  harmony  by  time." 
Within  the  walls  a  mass  of  high-tiled  roofs,  with  here  and 
there  a  dilapidated  tower  or  pearl-shelled  spire,  combine 
to  present  a  scene  more  beautiful  than  is  often  beheld.  The 
city  of  Panama  is  peculiarly  rich  in  historical  associations 
connected  with  the  early  days  of  the  Spanish  rule  in  this 
country,  and  is  full  of  the  decayed  monuments  of  its  ancient 
splendor. 

Panama  is  situated  in  lat.  8°  56'  K,  and  long.  79°  31' 
2"  W.,  upon  a  rocky  peninsula  that  stretches  out  from  the 
base  of  the  high  volcanic  hill  Ancon,  and  projects  a  quarter 
of  a  mile  into  the  sea.  It  has  at  present  a  population  of 
about  10,000  souls.  Its  roadstead  is  one  of  the  finest  in  the 
world.  At  about  two  and  a  half  miles  northwest  of  the 
city  are  situated  the  beautiful  islands  of  Perico,  Flamen- 
co, and  Islnao,  the  joint  property  of  the  Panama  Eailroad 
and  the  Pacific  Mail  Steam-ship  Companies,  and  are  occu- 


PANAMA   RAILROAD.  133 

pied  by  them  as  the  rendezvous  of  the  California  and  Cen- 
tral American  lines  of  steam-ships.  These  islands  are  well 
wooded,  and  abound  in  fine  springs  of  water.  Flamenco, 
the  largest  of  the  three  (about  half  a  mile  in  length  by  a 
third  in  breadth),  has  on  its  southern  side  a  fine  beach, 
which,  as  the  tides  here  rise  and  fall  from  twelve  to  twenty- 
one  feet,  gives  admirable  facilities  for  the  repairs  of  the 
shipping.  Excellent  and  capacious  anchorage  exists  here. 
The  city  of  Panama  previously  to  1744  (when  the  trade  be- 
tween Europe  and  "Western  America  first  began  to  be  car- 
ried on  around  Cape  Horn)  was  the  principal  entrepot  of 
trade  on  the  Pacific  coast.  From  that  period,  however,  with 
the  decline  in  the  Spanish  possessions  in  America,  it  became 
reduced  in  commercial  importance  almost  to  a  nonentity, 
and  so  remained  until  the  past  few  years.  The  establish- 
ment of  the  South  Coast,  the  California,  the  Central  Amer- 
ican steam-ship  lines,  and  that  by  which  all  the  business  of 
these  lines  is  carried  on,  the  Panama  Railroad,  have  com- 
bined to  render  it  again  a  place  of  considerable  importance. 
At  Panama  there  is  a  first-rate  hotel,  the  Aspinwall  House, 
probably  the  best  on  the  Isthmus — charge  three  dollars  per 
day. 

The  site  of  the  "  City  of  Panama  the  Ancient"  (which 
was  destroyed  by  the  buccaneer  Sir  Henry  Morgan  in 
1661)  is  located  about  six  miles  southeast  of  the  present 
city,  and  is  easily  reached  by  water  or  land.  If  time  per- 
mits, the  traveler  should  by  all  means  visit  this  spot.  The 
ruins  of  its  ancient  fortifications,  towers,  churches,  and  pub- 
lic buildings  are  worthy  of  the  attention  of  all  interested  in 
the  early  history  of  Central  America,  and  will  amply  repay 
the  antiquarian  or  the  lover  of  the  picturesque  and  beauti- 
ful the  trouble  of  a  visit  to  this  most  interesting  of  all  the 
remains  of  Spanish  greatness  in  this  region.  In  the  Ap- 
pendices following  will  be  found,  first,  all  information  ap- 


134  HAND-BOOK   OF   THE 

pertaining  to  the  regulations  of  the  trains  on  the  Panama 
Kailroad,  the  rates  of  passage  and  of  the  transportation  of 
every  kind  of  freight,  and  all  general  information  in  regard 
to  the  regulations  of  the  road  which  will  be  likely  to  be  of 
service  to  the  traveler  or  the  man  of  business.  Also  an  ac- 
count of  all  its  connections  by  sail  and  steam  in  the  At- 
lantic and  Pacific  Oceans,  their  business  regulations,  and 
such  information  in  regard  to  them  and  the  countries  and 
the  places  they  connect  with  the  road,  as  shall  furnish  a  re- 
liable source  of  reference  to  all  interested,  displaying,  as  far 
as  is  practicable  in  a  small  compass,  the  resources  of  each 
country  and  place,  and  affording  a  means  of  ascertaining 
the  expenses  attendant  upon  either  a  visit  to  those  regions, 
or  of  doing  business  with  them  in  the  most  economical  and 
intelligent  manner. 


THE  CATHEDRAL   AT   PANAMA. 


PANAMA   RAILROAD. 


139 


APPENDIX  C. 

REGULATIONS  OF  THE  PANAMA  RAILROAD. 

THE  regular  trains  are  dispatched  daily,  Sundays  excepted,  from  Aspin- 
wall  to  Panama  and  from  Panama  to  Aspinwall,  as  per  time-table  annexed : 


TO  PANANA. 

STATIONS. 

TO  ASPINWALL. 

Passenger. 

Freight.       [Miles. 

Miles. 

Passenger. 

Freight. 

Leave. 
8.15A.M. 
8.50 
9.38 
10.00 
10.40 
11.20 
Arrive. 
12.15  P.M. 

Leave. 
2.00P.M. 
2.35 
3.20 
3.45 
4.25 
5.05 
Arrive. 
6.00      " 

"ii 

16 
22^ 
30 
37 

47* 

Aspinwall 
Gatun  
Bujio  

47i 
40i 
3H 
25 
171 

ioi 

Arrive. 
1.00P.M. 
12.25     " 
11.45     " 
11.15A.M. 
10.40     " 
10.00     " 
Leave. 
9.00      " 

Arrive. 
5.30  P.M. 
4.55 
4.15 
3.45 
3.10 
2.30 
Leave. 
1.30      " 

Barbacoas 
Matachin  . 
Summit... 

Panama... 

Besides  these  regular  trains,  special  trains  are  always  employed  whenever 
the  service  can  not  be  adequately  performed  by  the  regular  trains.  There 
are  often  as  many  as  five  and  six  in  number  daily  for  weeks  together. 

STEAMER  TRAINS. — On  the  arrival  of  passenger  steam-ships  at  ASPIN- 
WALL, special  trains  are  dispatched  at  any  hour,  so  soon  as  the  passengers 
are  landed,  provided  that  the  state  of  the  tide  at  Panama  is  such  that  they 
can  be  embarked  for  the  connecting  steam-ship  immediately  on  the  arrival 
of  the  trains.  This  arrangement  has  been  made  solely  with  a  view  of  afford- 
ing to  the  passenger  the  greatest  degree  of  comfort  and  convenience  con- 
sistent with  dispatch.  To  those  unacquainted  with  the  cause,  it  may  some- 
times appear  that  time  is  unnecessarily  lost :  the  Company  only  consults  the 
interest  of  the  passenger  in  this  respect,  and  no  detention  is  allowed  beyond 
what  is  absolutely  necessary.  On  the  arrival  of  passenger  steam-ships  at 
PANAMA,  the  trains  are  dispatched  for  Aspinwall  immediately  on  the  landing 
of  the  passengers,  who  here  step  from  the  steamer  directly  into  the  cars 
without  detention. 


TARIFF  OF  RATES  FOR  PASSAGE  AND  FREIGHT. 

Price  of  passage  through,  $25.     Children  under  12  years,  half  price; 
under  6  years,  quarter  do. 

Special  Rates  of  Freight. 

Acids — Muriatic,  Sulphuric,  and  Nitric 5  cts.  per  Ib. 

Baggage— passengers'  (50  Ibs.  free) 10  cts.  per  Ib. 

Carriages 20  cts.  per  cubic  foot. 

Cartridges,  with  balls 5  cts.  per  Ib. 

Cattle,  at  owners'  risk,  ordinary  trains,  over  eight $5  each. 

"  under  eight $7  each. 

* '      steamer  trains,  owners'  risk,  special  agreement $25  each . 

Coal $5  per  ton  of  2240  Ibs. 

Cocoanuts $1  per  hundred. 

Coke $7  per  ton  of  2240  Ibs. 

Copper  Ore  in  bags fths  of  one  cent,  per  Ib. 

Demijohns  (empty) 50  cts.  each. 

Dye-woods $7  per  ton  of  2240  Ibs. 


140  HAND-BOOK  OF  THE 

Express  freight,  by  steamer  trains $1  80  per  cubic  foot. 

Furniture,  such  as  tables,  chairs,  bureaus,  bedsteads,  etc... 25  cts.  per  cubic  foot. 

Gold,  in  dust,  coined,  or  manufactured i  per  cent,  on  value. 

Gunpowder,  separate  cars 5  cts.  per  Ib. 

Hides 15  cts.  each. 

Horses,  at  owners'  risk,  special  agreement $40  each. 

Jewelry i  per  cent,  on  value. 

Lumber— White  Pine $10  per  M. 

«          Yellow  Pine $12  per  M. 

"          Oak $15  per  M. 

"          Cedar  and  Mahogany.. $15  per  M. 

Mules,  at  owners'  risk,  special  agreement... $20  each. 

Oil,  Whale  and  Palm,  toward  the  Atlantic 4  cts.  per  gallon. 

Patent  Fuel $5  per  ton  of  2240  Ibs. 

Pitch $1  per  barrel. 

Platina I  per  cent,  on  value. 

Poultry — Chickens,  75  cts.  per  dozen ;  Turkeys,  $1  50  per  dozen. 

Precious  Stones I  per  cent,  on  value. 

Eosin $1  per  barrel. 

Sheep,  at  owners'  risk,  by  passenger  trains $12£. 

Shingles , $3  per  M. 

Silver,  in  bars,  coined  or  manufactured f  per  cent,  on  value. 

Silver  Ore i  per  cent,  on  value. 

Swine,  at  owners'  risk $2  each. 

Tar $1  per  barrel. 

Tin  Ores f  of  one  cent  per  Ib. 

Quicksilver 50  cts.  per  iron  flask. 

Classification  of  Freight. 
First  class  freight,  comprising  merchandise,  in  boxes 

and  bales,  not  otherwise  enumerated 50  cts.  per  cubic  foot. 

Second  class  freight,  as  per  description  annexed 1£  cts.  per  Ib. 

Third       "         "  "  "  "        let.  per  Ib. 

Fourth     "         "  "  "  "        f  of  act.  per  Ib. 

Fifth        "         "  "  "  "        iact.  perlb. 

Sixth      "        "  "        ...iofact.perlb. 

All  articles  not  specially  named  to  be  assimilated. 

FIRST  CLASS — 50  CENTS  PER  CUBIC   FOOT. 

Bonnets,  Books,  Boots. 

Caps,  Cards  (playing),  Cassia  lignea,  Cigars,  Cinnamon,  Clothing. 

Drugs,  Dry  Goods,  not  elsewhere  enumerated. 

Eau  de  Cologne,  Essences,  Essential  Oils. 

Feathers,  Fire- works,  Flannel;  Furs,  not  otherwise  enumerated. 

Glass  Shades  and  Looking-glasses,  at  owners'  risk;  Glassware,  fine,  stained, 
and  plate,  at  owners'  risk  ;  Gloves. 

Harness ;  Hats,  fur  or  felt,  and  of  Guayaquil  or  Panama  straw ;  Hosiery. 

Light  goods,  not  elsewhere  specified. 

Matches,  Medicines,  Millinery,  Musical  Instruments. 

Oil-cloth,  Organs. 

Paintings  and  Engravings,  Paper  Hangings,  Paper,  writing  and  printing ; 
Peltry,  not  elsewhere  specified ;  Percussion  Caps,  Perfumery,  Pianos,  Por- 
celain and  China-ware,  fine. 

Saddlery,  Shoes,  Silks,  Stationery ;  Statuary,  at  owners'  risk. 

Toys  and  Fancy  Goods. 


i 


PANAMA   RAILKOAD.  141 

SECOND  CLASS — H  CENTS  PER  POUND. 

Alcohol,  Almonds,  Anchovies,  Aniseed. 

Balsams,  Baskets,  Beeswax,  Brandy,  Britannia-ware. 

Carpeting ;  Chandeliers,  at  owners'  risk ;  Chocolate,  Clocks,  Cochineal,  Con- 
fectionery, Cordials,  Corks  and  Corkwood. 

Eggs. 

Fire-arms,  Fruits  (dried). 

German  Silver-ware,  Gin,  Groceries,  not  elsewhere  specified. 

Indigo. 

Lamps  (ornamental),  Liquors  of  all  kinds. 

Mattresses. 

Nuts,  not  elsewhere  specified. 

Picture-frames,  Plated  Goods,  Platform  Scales,  Preserved  Meats  and  Fruits. 

Kum. 

Sardines,  Soap  (fancy),  Straw  for  manufacturing. 

Tea,  Tobacco  (manufactured),  Tortoise-shell,  Treenails,  Trees  and  Plants  in 
mats. 

Varnish  in  tins ;  Veneers. 

Wooden-ware. 

THIRD  CLASS 1  CENT  PER  POUND. 

Bagging,  Balsam  of  Copaivi,  Bark,  Blankets,  Brooms,  Brushes,  Burlaps. 

Candles,  Cutlery. 

Domestics,  unbleached,  of  cotton,  in  bales. 

Gravestones. 

Hay  in  compressed  bales ;  Hemp,  manufactures  of,  such  as  Canvas,  Dowlas, 

and  Osnaburgs. 
Leather,  dressed. 
Nails,  copper  and  brass. 

Oil  (toward  Pacific),  Ornaments  of  Stone,  Clay,  Marble,  Alabaster. 
Paints,  dry  and  in  oil. 
Sarsaparilla,  Spirits  of  Turpentine. 

Tacks,  Tin-ware ;  Tobacco,  manufactured  ;  Tubing,  copper  and  brass ;  Type. 
Whalebone,  Wines ;  Wire,  copper  and  brass ;  Wool  of  alpaca  or  vicuna. 

FOURTH  CLASS — f  CENT  PER  POUND. 

Agricultural  Implements,  Ale. 

Bacon  in  casks ;  Beef,  Blacking,  Borax,  Bottles  (empty),  Bread,  Butter. 

Castings  of  copper,  brass,  or  bronze ;  Cheese,  Cider,  Copper  Sheathing  and 
Spikes,  Copperas ;  Cotton  in  compressed  bales ;  Cotton  Waste,  Crackers ; 
Crockery,  not  elsewhere  specified. 

Deer-skins  in  bales. 

Earthen-ware  in  casks  or  crates. 

Felt  (for  sheathing),  Fish,  Flour. 

Grindstones,  Glassware  (coarse),  Window-glass,  etc. ;  Goat-skins  in  bales. 

Hams  in  casks ;  Hardware ;  Hats,  coarse  country  straw  or  palm  leaf;  Hemp, 
unmanufactured ;  Herrings,  Hollow- ware  (iron),  Hoops  of  wood  or  iron. 

India-rubber. 

Lard. 

Machetas,  Machinery,  Mats,  Matting,  Meal,  Millstones,  Molasses. 

Oakum,  Oats,  Orchilla  Weed. 

Pickles,  Pork  (salt),  Porter,  Potatoes. 

Eice,  Rope. 

Safes  (iron),  Sago,  Salt,  Screws,  Seeds,  Sheep-skins  in  bales,  Shot  (in  bags), 
Shovels,  Sirups,  Soap  (common),  Soda-water,  Spades,  Steel  in  bars  and  bun- 
dles, Stoves,  Sugar,  Sugar-mills,  -moulds,  and  -pans. 


142  HAND-BOOK   OF   THE 

Tallow ;  Tea  (toward  Atlantic) ;  Tool-handles,  Twine. 

Vegetables,  Vices  (iron),  Vinegar. 

Window  Glass,  Wire  (brass  and  copper),  Wool  of  sheep. 

Yarn  (of  cotton). 

Zinc  in  sheets. 

FIFTH  CLASS — £  CENT  PER  POUND. 

Anchors,  Anvils. 
Bananas,  Beans. 
Cables  (iron),  Cannon,  Cannon  Balls  and  Shot  (iron),  Cocoa,  Coifee,  Copper 

in  bars,  Corn  (Indian),  Crowbars. 
Fruits  of  the  Isthmus  not  otherwise  enumerated. 
Hollow  Shot,  Hoop  Iron. 
Ice,  in  quantity ;  Iron  (old),  Iron  Bars  and  Pipes,  Iron  Boiler-plates,  Iron 

Cables,  Iron  Castings  (not  machinery),  Iron  Tubing,  Iron  in  bars. 
Lead  in  pigs,  sheet,  and  pipes,  Lemons,  Limes. 
Nails  (iron). 

Old  Junk  (rope),  Oranges. 
Pearl-shells  in  sacks  ;  Peas,  Plantains. 
Sheet  Iron,  Spikes  (iron). 
Zinc,  ingots. 

SIXTH  CLASS — £  CENT  PER   POUND. 

Borate  of  Lime,  Brick.     Cement. 

Guano  in  bags.     Iron  in  pigs.     Lime. 

Marble  for  building  purposes,  including  flooring  tiles  and  paving. 

Nitrate  of  Soda  in  bags. 

Stone  for  building  purposes,  including  paving- stones. 

Special  Conditions. 

Freight  to  be  charged  on  the  gross  weight  of  packages,  and  to  be  paid  in 
advance  or  before  delivery  of  goods. 

All  claims  for  loss  or  damage  to  be  presented  within  five  days,  otherwise 
they  will  not  be  paid. 

The  Company  will  not  be  responsible  for  articles  of  extra  value,  beyond 
$100  per  package,  unless  declared  and  way-billed  accordingly. 

No  package,  however  small,  will  be  transported  for  less  than  one  dollar. 

The  Company  will  not  be  responsible  for  the  breakage  or  loss  of  contents 
of  any  demijohn  or  jug. 

Storage  will  be  charged  on  all  goods  remaining  in  the  Company's  store- 
houses, after  twenty-four  hours,  unless  by  special  agreement. 

JOSEPH  F.  JOY,  Secretary. 

N.B. — Goods  shipped  for  California  under  through  bills  of  lading  must 
be  corded  and  sealed  at  the  New  York  Custom-house,  or  they  will  be  liable 
to  the  payment  of  duties  in  San  Francisco. 

RATES  OF  COINAGE  TO  BE  RECEIVED  AND  PAID  OUT  BY  THE  PANAMA 
RAILROAD  COMPANY. 

Gold  Coin. 

Spanish  doubloons $16  00  Mexican  doubloons $15  50 

Peruvian       "        15  50  Ecuadorian      "        1550 

Bolivian        "        15  50  New    Granadian     doubloons, 


Chilian          "        1550 


New  Granadian  ditto,  (old)....     15  50  Costa  Rican  and  Central Amer- 


Columbian  doubloons 15  50 


new  coinage 14  00 


ican  doubloons 13  60 


Fractional  parts  in  proportion. 


PANAMA   RAILROAD.  143 


Gold  20  franc  pieces $3  80 

Gold  10  franc  pieces 1  90 

English  sovereigns 4  85 


Ten-guilder  pieces $3  80 

Condors,  New  Granadian 8  50 

Condors,  Chilian 8  00 


English  half  sovereigns 2 

Fractional  parts  in  proportion. 
United  States  gold  and  silver  at  par. 

Silver  Coin. 

Spanish  dollars,  $1  00 ;  half  dollars,  40  cents ;  quarter  dollars,  20  cents. 
Mexican  dollars,  $1  00 ;  half  dollars,  40  cents ;  quarter  dollars,  20  cents. 
Fractional  parts  in  proportion. 

New  Granadian  dollars  of  5  franc  value $0  95 

French  5  franc  pieces 0  95 

Fractional  parts  as  heretofore. 

Peruvian  and  Chilian  dollars  (new  coinage) 0  90 

Bolivian  dollars  (old  coinage) 1  00 

Bolivian  half  dollars  and  quarters  not  received. 
N.B. — Smooth  coin  not  received. 

WHARFAGE,  LIGHTERAGE,  AND  HARBOR  REGULATIONS. 

A  pier,  450  feet  in  length,  has  been  built  in  the  Bay  of  Panama,  to  the 
end  of  which  freight  cars  are  run,  to  receive  cargoes  from  lighters  or  vessels 
lying  alongside,  and  deliver  the  same  on  board  of  vessels  at  Aspinwall.  Ves- 
sels of  from  200  to  300  tons  can  lie  alongside  the  pier  with  safety,  grounding 
in  the  mud  at  low  water. 

Iron  launches  of  the  capacity  of  100  tons  each  have  been  built  by  the 
Company  to  load  and  discharge  vessels  whose  draught  of  water  prevents 
them  from  coming  to  the  pier.  These  launches  are  towed  to  and  from  the 
pier  by  a  powerful  Steam-tug.  The  charge  for  lighterage  is  one  and  a  half  dol- 
lars per  ton. 

At  Aspinwall  vessels  load  and  discharge  at  the  wharves.  A  fire-proof 
stone  warehouse,  300  feet  long  by  85  feet  wide,  has  been  built  for  the  use  of 
the  Company. 

Regulations  in  regard  to  Freight. 

1.  All  freight  intended  for  the  morning  train  must  be  delivered  at  the  freight- 
houses  of  the  Company  before  5  P.M.  on  the  day  previous.     The  hours  for 
receiving  and  delivering  freight  are  from  7  to  9  A.M.,  from  10  A.M.  until 
2  P.M.,  and  from  3  until  5  P.M. 

2.  No  article  will  be  transported  over  the  road  unless  it  is  legibly  and  prop- 
erly directed.     Packages  in  bad  order  may  be  declined  by  the  freight  agent 
until  properly  repaired;  or,  if  received  in  bad  order,  it  will  be  so  noted  on 
the  receipt  given  by  the  freight  agent. 

3.  Goods  will  not  be  received  for  transportation  without  a  freighting  or- 
der from  the  shipper  unless  by  special  agreement.     Shippers  will  deliver  with 
their  goods  a  bill  of  items,  signed  by  themselves  or  agents,  forms  for  which 
can  be  obtained  on  application  to  the  freight  agents.     The  freighting  orders 
will  be  compared  with  the  goods  by  the  freight  agent,  and  if  found  correct,  a 
receipt  will  be  given  by  him  for  the  same,  subject  to  the  rules  of  the  Com- 
pany. 

4.  Freight  deposited  outside,  or  under  the  Company's  sheds,  remains  at 
owners'  risk  until  delivered  into  cars  or  freight-house,  unless  otherwise  ex- 
pressly agreed  to  ;  and  freight  agents  will  not  receipt  for  goods  unless  so  de- 
livered. 

.">.  Goods  for  transportation  over  the  road  will  be  received  in  their  turn, 


144  HAND-BOOK   OF  THE 

according  to  priority  of  delivery,  and  will  remain  at  owners'  risk  until  exam- 
ined, compared,  and  receipted  for.  Goods  for  the  Company's  vessels  will 
also  be  shipped  in  order  of  priority,  heavy  goods  excepted,  a  sufficient  quan- 
tity of  which  may  first  be  put  on  board  to  make  proper  stowage. 

6.  No  article  will  be  delivered  from  the  Company's  freight-houses  without 
a  receipt  or  order  from  the  consignee  or  owner.     Draymen  and  porters  call- 
ing for  goods  must  be  furnished  with  an  order  by  the  consignee,  upon  whom 
their  receipts  will  be  binding. 

7.  The  Company  will  not  be  responsible  for  articles  of  extra  value  beyond 
$100  per  package,  unless  declared  and  way-billed  accordingly. 

8.  Freight  will  be  charged  on  the  gross  weight  of  packages ;  and  no  pack- 
age, however  small,  will  be  transported  over  the  road  for  less  than  one  dollar. 

9.  The  Company  will  not  be  responsible  for  breakage  or  leakage  of  any 
description,  the  decay  of  any  fruits  or  vegetables,  the  wastage  of  ice,  or  death 
of  poultry  or  animals,  from  delay  or  detention  on  the  road. 

10.  All  payments  for  transportation  will  be  made  at  the  freight  offices  in 
United  States  currency  or  its  equivalent,  at  the  rates  established  by  the  Com- 
pany (see  pages  140,  141). 

11.  The  terms  for  transportation  over  the  road  are  prepayment,  or  cash  on 
delivery  of  the  goods,  which  may  be  detained  by  the  freight  agent  until  pay- 
ment is  made. 

12.  Storage  will  be  charged  on  all  goods  remaining  in  the  Company's 
store-houses  for  a  longer  period  than  twenty-four  hours,  except  under  special 
arrangements,  or  when  they  are  under  through  bills  of  lading  authorized  by 
the  Company. 

Rates  of  Storage. 
The  following  are  the  rates  of  storage  per  week : 


Barrels 10  cts.  each. 

Half  do 5    "       " 

Tobacco 10    "  per  bale. 

Hats 20    "     "      " 


Boxes 10  cts.  per  bbl.  bulk. 

Hides 1  ct.  each. 

Corn 5  cts.  per  sack. 


Demijohns 20    "   each. 

All  articles  not  above  enumerated  to  be  assimilated  and  charged  in  pro- 
portion. 

13.  Claims  for  loss  or  damage  must  be  made  within  five  days  thereafter, 
and  will  be  settled  by  the  superintendent  on  application  to  him  through  the 
freight  agents.     A  bill  of  the  cost  of  articles  lost  will  be  required. 

14.  When  goods  are  forwarded  from  Panama  to  Aspinwall  for  shipment 
in  other  than  the  lines  of  vessels  above  named,  the  service  of  the  Railroad 
Company  ceases  with  their  delivery  at  the  freight-house  in  Aspinwall,  as  in 
the  case  of  local  traffic. 

The  same  principles  apply  also  to  the  shipment  of  goods  to  ports  on  the 
Pacific,  passing  over  the  road  from  Aspinwall  to  Panama. 

15.  When  goods  are  forwarded  from  Pacific  ports  for  shipment  at  Aspin- 
wall by  vessels  not  running  in  connection  with  the  road,  it  is  necessary  for 
shippers  to  make  arrangements  for  the  payment  of  freight,  transportation, 
and  shipping  expenses. 

16.  Cargo  arriving  by  the   Central  American  steamers,  unless  under 
through  bills  of  lading,  must  be  received  by  the  consignees  on  the  wharf  im- 
mediately after  arrival ;  otherwise  it  will  be  left  there  at  owners'  risk ;  or, 
if  deposited  in  the  Company's  store-houses,  it  will  be  at  their  risk  and  ex- 
pense.    Cargo  for  the  Central  American  steamers  must  be  delivered  at  the 
freight-house  for  shipment,  otherwise  the  Company  will  not  be  responsible 
for  damage  from  rain  or  other  cause. 

17.  Consignees  of  goods  at  Aspinwall  by  the  Company's  line  of  sailing 
vessels  will  please  attend  and  receive  them  when  discharged,  with  as  littlo  de- 


PANAMA   RAILROAD. 


145 


lay  as  possible,  the  Company  not  being  liable  for  any  loss  or  damage  after 
delivery  from  ship's  tackles. 

18.  When  the  goods  of  residents  or  agents  at  Panama  arrive  at  Aspinwall 
from  abroad  for  transportation  over  the  road,  and  are  consigned  to  them  at 
Aspinwall,  they  must  be  delivered  to  the  Company  at  their  freight-house  in 
the  same  manner  and  form  as  is  usual  with  local  traffic.  This  also  applies 
to  goods  consigned  to  the  Railroad  Company  at  Aspinwall  not  shipped  under 
through  bills  of  lading. 

RATES  OF  WHARFAGE  AND  LIGHT  MONEY. 
Wharfage. 

Vessels  under  50  tons $0  75  per  day. 

over    50         and  under  100 150 

"     100  "         150 2  25 

"     150  "         200 250 

"     200  "         250 3  00 

"     250  "         300 325 

"     300  "         350 350 

"     350  "         400 3  75 

And  25  cents  per  day  for  each  additional  50  tons. 

Light  Money. 

Vessels  under  100  tons • $1  each. 

"        over     100    "    and  under  200 3     " 

<«          "      200    "  "        300 5     " 

"          "      300    "    7    " 

The  above  rates  are  calculated  upon  tonnage  by  American  measurement, 
and  payable  in  American  currency  or  its  equivalent. 

HARBOR  REGULATIONS  OF  THE  PORT  OF  ASPINWALL,  N.  G.,  ESTABLISHED 
BY  THE  PANAMA  RAILROAD  COMPANY. 

1.  All  vessels  entering  the  harbor  of  Aspinwall  will  be  charged  light  fees, 
and  all  vessels  coming  to  wharf  will  be  charged  wharfage,  in  proportion  to 
tonnage,  as  per  printed  rates  of  the  Panama  Railroad  Company  annexed. 

2.  Vessels  using  the  donkey  engines  or  mules  of  the  Company  (which  can 
be  had  when  not  otherwise  employed)  will  be  charged  as  follows : 

Use  of  engine  for  cargo,  per  day $10  00 

"         "        "   coal,      "   ton 15 

"     mule     "      "          "     " 15 

3.  No  vessel  will  be  allowed  to  hang  at  the  outer  buoys,  as  they  are  to  be 
used  solely  for  convenience  in  hauling  in  and  out  and  making  sail. 

4.  Vessels  entering  the  harbor  will  anchor  outside  of  the  line  of  buoys, 
where  they  will  be  visited  by  the  harbor-master,  who  will  assign  them  their 
berths.     Regular  lines  of  steamers  or  sailing  vessels  which  have  specified 
berths  are  exempt  from  the  above  rule.     All  vessels,  after  discharging,  will 
also  anchor  outside  the  buoys. 

5.  No  iron  chains  are  allowed  to  be  used  in  making  fast  to  the  wharves, 
unless  by  express  permission  from  the  harbor-master,  and  vessels  will  be 
held  liable  for  any  damage  done  to  the  wharves  by  unnecessary  chafing, 
neglect,  etc. 

6.  No  coal-ashes,  offal,  or  rubbish  are  to  be  thrown  overboard  by  vessels 
at  anchor  in  the  harbor  or  at  the  wharves. 

7.  Masters  of  vessels  will  be  governed  by  the  directions  of  the  harbor-mas- 
ter in  changing  berths,  hauling  to  buoys,  anchoring  in  any  part  of  the  har- 
bor, etc.,  and  are  requested  to  notify  him  when  wishing  to  haul,  and  also  to 
give  him  at  least  six  hours'  notice  before  leaving  port. 

GEO.  M.  TOTTEN,  Chief  Engineer. 
G 


146  HAND-BOOK  OF  THE 

Through  bills  of  lading  are  issued  for  merchandise  from  Europe  and  the 
Atlantic  United  States  to  Panama,  San  Francisco,  Oregon,  Washington  Ter- 
ritory, etc.,  and  also  to  the  principal  ports  of  South  and  Central  America. 

Parties  in  Europe  desiring  to  ship  goods  to  Panama  or  ports  on  the  Pa- 
cific, under  through  bills  of  lading,  will  please  apply  to  John  Hamilton,  at 
No.  6  Castle  Street,  Liverpool ;  in  the  United  States  to  Mr.  Joseph  F.  Joy, 
office  of  the  Panama  Railroad,  88  Wall  Street,  New  York ;  Wheatley,  Starr, 
and  Company,  156  Cheapside,  London. 

All  freight  to  be  prepaid. 

No  bill  of  lading  signed  for  less  than  five  dollars. 

A  Commercial  and  Shipping  Agency  has  been  established  by  the  Com- 
pany at  Panama,  under  the  management  of  Mr.  Wm.  Nelson,  who  will  re- 
ceive and  forward  merchandise  or  produce  consigned  to  the  Company  for 
transportation  over  the  road  and  shipment  at  Aspinwall  or  Panama,  in  ac- 
cordance with  shippers'  instructions,  for  which  services  no  commissions  will 
be  charged,  and  only  such  expenses  as  may  actually  be  paid,  thus  obviating 
the  necessity  of  appointing  agents  on  the  Isthmus. 

Merchandise  and  produce  consigned  to  the  Company  for  transportation 
and  shipment  should  be  addressed  to  the  superintendent  of  the  road,  or  to 
the  commercial  agent  of  the  Company  at  Panama,  Mr.  William  Nelson. 
Goods  so  consigned  will  be  promptly  dispatched. 

The  average  freight  from  New  York  to  Liverpool  by  sailing  vessels  is  twen- 
ty-five shillings  sterling  per  ton ;  the  average  passage  about  twenty  days. 
By  screw  steamers  the  freight  is  higher,  but  the  passage  only  fifteen  days. 

Besides  the  steamers  of  the  Royal  Mail  Steam  Packet  Company,  which 
make  regular  semi-monthly  trips  between  Southampton  and  Aspinwall,  a 
screw  steam-ship  line  has  commenced  running  between  the  latter  port  and 
Liverpool.  Lines  of  sailing  vessels  have  also  been  established  to  run  from 
London,  Liverpool  and  Bordeaux  to  Aspinwall.  These  several  lines  furnish 
frequent  and  reliable  opportunities  to  the  merchants  of  the  Southwest  coast 
and  Central  America  to  obtain  their  supplies  of  European  manufactured  and 
other  goods. 

Goods  sent  by  the  Company's  line  of  sailing  vessels,  and  consigned  to  the 
secretary  in  New  York  for  reshipment  to  Europe  or  elsewhere,  will  be  for- 
warded free  of  commissions  or  other  charges  than  those  actually  paid. 

Farther  information  in  regard  to  the  number  and  character  of  the  vessels 
of  the  various  lines  connecting  with  the  Panama  Railroad,  agencies,  ports 
of  entry,  prices  of  passage  and  freight,  dates  of  sailing,  etc.,  etc.,  will  be 
found  in  the  following  Appendix. 

NEW   YORK   TO   ACAPTTLCO   AND   MANZANILLA. 

The  Panama  Railroad  Company  issue  through  Bills  of  Lading  (by  sailing 
vessels  to  Aspinwall)  for  merchandise  to  the  above  ports,  at  the  following 
rates :  Dry-goods  and  first  class,  $58  per  ton  of  40  feet ;  unbleached  domes- 
tics and  coarse  goods  assimilating,  $52  per  ton  of  40  feet ;  machinery,  $52 
per  ton  of  40  feet  or  2000  Ibs. ;  hardware,  $50  per  ton  of  2000  Ibs.— with 
primage  5  per  cent. 

Freight  payable  in  American  gold.  Consignees  to  pay  all  light-house  fees 
and  port  charges. 

ACAPULCO  AND   MANZANILLA   TO   NEW   YORK. 

The  Pacific  Mail  Steam-ship  Company  issue  through  Bills  of  Lading  from 
the  above  ports  to  New  York  (by  sailing  vessels  from  Aspinwall)  at  the  fol- 
lowing rates :  Hides,  dry,  68  cents  each ;  cotton,  press-packed,  3  cents  per 
Ib. ;  treasure,  2^  per  cent. — with  primage  5  per  cent. 


PANAMA  RAILROAD.  147 


APPENDIX  D. 


STEAM-SHIP  LINES  CONNECTING  WITH  THE  PANAMA 
RAILROAD. 

1st.  The  Atlantic  and  Pacific  Steam-ship  Company,  running  between  New 
York  and  Aspinwall  (below). 

2d.  The  Pacific  Mail  Steam-ship  Company,  running  between  Panama  and 
San  Francisco  (page  148). 

3d.  The  Oregon  and  California  Steam-ship  Company,  plying  between 
California,  Oregon,  and  Washington  Territory  and  Mexico  (pp.  150,  182).  ' 

4th.  The  Panama  Railroad  Company's  Central  American  Line,  running 
between  Panama,  Nicaragua,  Costa  Rica,  Salvador  and  Guatemala  (p.  161). 

5th.  The  British  Pacific  Steam  Navigation  Company,  running  between 
Panama  and  the  ports  of  New  Granada,  Ecuador,  Peru,  Bolivia,  and  Chili 
(page  154). 

6th.  The  Royal  Mail  Steam  Packet  Company,  running  between  the  West 
Indies,  the  western  coast  of  South  and  Central  America,  and  Aspinwall 
(page  160). 

7th.  Holt's  Screw  Steam-ship  Freight  Line,  running  between  Liverpool 
and  Aspinwall  (page  176). 

LINES  OF  SAILING  VESSELS. 

1st.  The  Bremen  and  Aspinwall  Line,  between  Bremen  and  Aspinwall. 

2d.  The  Bordeaux  and  Aspinwall  Line,  between  Bordeaux  and  Aspin-^ 
wall. 

3d.  The  Panama  Railroad  Company's  Line  between  Liverpool  and  Aspin, 
wall. 

4th.  The  Panama  Railroad  Company's  Line  between  New  York  and  As^ 
pinwall. 

1st.  THE  ATLANTIC  AND  PACIFIC  STEAM-SHIP  COMPANY,  RUNNING  BETWEEN 
NEW  YORK  AND  ASPINWALL  DIRECT,  CONNECTING  AT  PANAMA,  BY  THE 
PANAMA  RAILROAD,  WITH  THE  PACIFIC  MAIL  STEAM -SHIP  COMPANY'S 
STEAMERS  FOR  CALIFORNIA. 

Four  steamers  per  month  will  be  dispatched  from  New  York  and  San 
Francisco  respectively.  Days  of  departure,  1st,  8th,  16th,  and  24th  of  every 
month,  from  the  foot  of  Warren  Street,  North  River,  New  York,  at  12  o'clock, 
noon,  precisely.  When  these  dates  fall  on  Sunday,  the  day  of  departure  is 
on  the  Monday  following. 

Rates  of  Passage. — To  Aspinwall. 

In  deck  state-room $70  00 

11  first  cabin 60  00 

"  second  cabin 50  00 

"  steerage 40  00 

Freight. — To  Aspinwall. 

On  merchandise,  50  cents  per  cubic  foot  (under  45  Ibs.) ;  heavy  goods,  1 
cent  per  pound ;  specie,  1  per  cent,  on  value.  No  primage  charged. 


148  HAND-BOOK  OF  THE 

THROUGH  PASSAGE    AND   FREIGHT. 

By  an  arrangement  with  the  Pacific  Mail  Steam-ship  Company  and  the 
Panama  Railroad  Company,  through  passage  tickets  to  San  Francisco,  Cal- 
ifornia, are  furnished  at  the  office  of  this  Company ;  also  through  bills  of 
lading  for  freight,  at  the  following  rates : 

TJirough  Passage  to  San  Francisco,  California. 

First    cabin  (including  board) $200  00 

Second    "  "  "      150  00 

Steerage  "  "      100  00 

Children  under  6  years,  quarter  price ;  over  6  and  under  12,  half  price. 
Baggage. — Fifty  pounds  of  baggage  is  allowed  to  every  adult  passenger 
without  charge.     On  all  over  this  quantity  ten  cents  per  pound  is  required. 

Through  Freight. 

To  Panama — $1  per  cubic  foot  (under  45  Ibs.  to  the  foot) ;  heavy  goods,  If 
cents  per  pound  (over  45  Ibs.  to  the  foot) ;  specie,  1  per  cent,  on  value. 

To  San  Francisco — $1  75  per  cubic  foot  (under  45  Ibs.) ;  heavy  goods,  4 
cents  per  pound;  butter,  sugar,  and  coffee,  etc.,  3^  cents  per  pound;  specie, 
1  per  cent,  on  value.  No  primage  charged. 

No  bill  of  lading  signed  for  Aspinwall  freight  for  less  than  $3,  for  Panama 
freight  for  less  than  $4,  nor  for  San  Francisco  freight  for  less  than  $15. 

No  freight  received  on  the  day  of  sailing. 

Bills  of  lading  of  the  only  form  used  are  furnished  to  shippers  on  applica- 
tion at  the  office  of  the  Company,  No.  177  West  Street,  corner  of  Warren, 
New  York  City.  D.  B.  ALLEN,  Agent. 

The  usual  passage  of  these  steamers  between  New  York  and  Aspinwall  is 
from  eight  to  nine  days. 

2d.  THE  PACIFIC  MAIL  STEAM-SHIP  COMPANY,  RUNNING  BETWEEN  PANAMA 
AND  SAN  FRANCISCO,  CALIFORNIA,  TOUCHING  AT  MANZANILLA  AND  ACA- 
PULCO,  MEXICO. 

The  steamers  of  this  Company  are,  the  Golden  Age,  2280  tons ;  the  Gold- 
en Gate,  2067  tons;  the  Sonora,  1616  tons;  the  St.  Louis,  1621  tons;  the 
Uncle  Sam,  1433  tons ;  the  Washington,  1640  tons ;  the  Orizaba,  1450  tons ; 
the  Fremont,  559  tons;  the  California,  1085  tons;  the  Toboga  (tug),  189 
tons.  The  new  steam-ship  Constitution,  3300  tons,  one  of  the  finest  steam- 
ers afloat,  sailed  from  New  York  June,  1862,  to  take  her  place  on  the 
line. 

The  Golden  Age,  the  Golden  Gate,  the  St.  Louis,  and  the  Sonora  per- 
form the  regular  service  between  Panama  and  San  Francisco.  These  steam- 
ers are  dispatched  alternately  for  San  Francisco  three  times  a  month,  on  the 
arrival  of  the  passengers  from  the  Atlantic  and  Pacific  Steam-ship  Compa- 
ny's steamer  at  Panama.  The  dates  usually  fall  on  the  10th,  20th,  and  30th 
of  each  month.  The  sailing  dates  from  San  Francisco  fall  upon  the  1st, 
llth,  and  21st  of  each  month. 

Through  Rates  from  San  Francisco  to  New  York,  via  Panama  Railroad  and 
Atlantic  and  Pacific  Mail  Steam-ship  Company  (including  Isthmus). 

Passage — deck  state-rooms,  $225 ;  first  cabin,  $200 ;  second  cabin,  $150 ; 
steerage,  $100.  Children  between  6  and  12  years,  half  price ;  under  6  years, 
quarter  price. 

Through  freight — "fast"  (by  connecting  steamers),  $3  50  per  foot; 
"slow"  (stopping  over  one  steamer  on  the  Isthmus),  $1  75  per  foot. 

The  rates  for  passage  and  freight  from  Panama  to  San  Francisco,  and  the 
ports  intermediate,  are  as  follows,  viz. : 


PANAMA   RAILROAD.  149 

Passage  from  Panama  to  San  Francisco— first  cabin,  $140 ;  second  cabin, 
$87  50 ;  steerage,  $ 52  50.  Passage  from  Panama  to  Acapulco,  one  half  the 
above  rates,  and  from  Panama  to  Manzanilla,  two  thirds  of  the  above  rates. 

The  rates  of  freight  from  Panama  to  San  Francisco :  Havana  cigars,  En- 
glish merchandise,  and  other  freight  of  the  same  class,  $46  per  ton  ;  freight 
originating  in  Panama  also  $46  per  ton. 

Freight  from  Panama  to  Acapulco :  merchandise,  $30  per  ton ;  groceries, 
wines,  and  liquors,  $25  per  ton ;  tobacco  and  cocoa,  4  cents  per  Ib. 

Central  American  freight,  with  through  bills  of  lading,  from  the  Panama 
Railroad  Company's  steamers : 

Coffee,  20  tons  or  under 2  cents  per  Ib.  and  5  per  cent,  primage. 

"     '      "        "  over Ik    "         "        "    5        "  " 

Sugar H    "        "         "    5        "  " 

Consignees  pay  light-house  fees,  port  charges,  and  primage. 

Treasure  from  San  Francisco  to  New  York — $30,000  or  over,  1-J-  per  cent. ; 
under  $30,000,  2  per  cent. 

From  San  Francisco  and  Manzanilla  to  Panama — H  per  cent. ;  from  Aca- 
pulco to  Panama,  H  per  cent. 

There  is  always  at  Panama  an  extra  steamer  in  readiness  for  immediate 
use  should  occasion  require.  The  ships  of  this  company  at  this  end  of  their 
route  lie  at  their  anchorage-ground  between  the  Bay  Islands,  2i  miles  from 
the  railroad  terminus,  where  the  depot  of  the  Company  is  located.  Passen- 
gers are  transported  between  ship  and  shore  by  the  Company's  steamer  To- 
boga,  which  is  of  sufficiently  light  draught  to  lay  alongside  the  railroad 
wharf  at  the  terminus. 

At  Benicia,  30  miles  from  San  Francisco,  in  the  Straits  of  Cardenas,  is 
located  the  depot  for  the  Company's  steamers.  At  that  place  the  Company 
have  established  commodious  wharves,  and  a  large  foundry  and  machine- 
shop,  where  repairs  are  readily  and  efficiently  executed  for  machinery  of  the 
largest  class. 

The  general  office  of  the  Pacific  Mail  Steam-ship  Company  is  at  New 
York,  No.  88  Wall  Street. 

Two  more  large  steamers  are  now  building  for  this  service. 

Officers  of  the  Pacific  Mail  Steam-ship  Company. 
President,  Allan  M'Lane. 

Directors:  William  H.  Aspinwall,  Howard  Potter,  Samuel  W.  Comstock, 
Francis  Skiddy,  Frederick  H.  Wolcott,  J.  T.  Soutter,  Charles  A.  Davis,  D. 
B.  Allen. 

Agents. — In  London,  Wheatley,  Starr,  and  Co.,  156  Cheapside. 

At  Panama,  David  M.  Corwin. 

"  Acapulco,         D.  B.  Van  Brunt. 
"  San  Francisco,  Forbes  and  Babcock. 
In  Oregon,  J.  M.  Bruck. 

The  origin  of  the  Pacific  Mail  Steam-ship  Company  dates  back  as  far  as 
the  year  1847,  when  the  Congress  of  the  United  States  empowered  the  Sec- 
retary of  the  Navy  to  contract  with  Mr.  Arnold  Harris  for  the  transportation 
of  mails  in  steam-ships  from  Panama  to  Oregon,  once  a  month  each  way,  for 
a  term  of  ten  years,  at  an  annual  compensation  of  $199,000,  the  contract 
subject  to  the  action  of  Congress  at  its  next  session  of  1847-8.  The  treaty 
with  Great  Britain,  which  had  previously  adjusted  the  vexed  question  of  the 
boundary-line  of  Oregon,  had  turned  public  attention  to  her  rich  valleys,  and 
thousands  of  settlers  were  seeking  a  permanent  home  in  Oregon  by  the  wild 
paths  to  the  Pacific  across  the  Plains.  The  object  of  Congress  in  making  an 
appropriation  for  steamer  service  on  the  Pacific  was  not  only  to  facilitate 
the  intercourse  between  the  Atlantic  States  and  the  United  States  possessions 


150  HAND-BOOK  OF  THE 

on  the  Pacific,  substituting  a  mode  of  travel  which  would  bring  settlers  with- 
in thirty  days'  journey  of  the  Atlantic  States,  thereby  dispensing  with  the 
long  and  perilous  journey  overland,  or  the  more  tedious  voyage  around  Cape 
Horn,  but  to  have  steamers  on  the  Pacific  easily  convertible  into  war-steam- 
ers for  the  protection  of  actual  settlers  in  that  isolated  land  should  occasion 
call  for  such  service. 

On  the  20th  of  November,  1847,  Mr.  William  H.  Aspinwall  became  the 
assignee  of  Mr.  Harris's  contract,  and  about  twenty-five  sagacious  and  enter- 
prising men  of  New  York  joined  him  in  the  effort  to  cany  out  the  under- 
taking it  involved.  Contracts  for  the  building  of  suitable  vessels  were  made, 
and  their  construction  pushed  vigorously  onward. 

On  the  2d  of  February,  1848,  the  treaty  of  Guadalupe  Hidalgo  was  sign- 
ed ;  in  the  following  May  ratifications  were  exchanged,  and  in  July  it  was 
proclaimed,  and  California  became  the  property  of  the  United  States,  thus 
greatly  increasing  the  immediate  necessity  of  improved  communication  with 
the  Pacific  coast.  The  pioneer  steam-ship,  the  California,  was  launched  on 
the  19th  of  May,  1848,  the  Panama  soon  after,  and  the  Oregon  on  the  5th 
of  August  of  the  same  year. 

On  the  3d  of  August,  1848,  the  United  States  Congress  granted  to  the 
Pacific  Mail  Steam-ship  Company  $199,000,  being  an  advance  of  one  year's 
pay,  provided  their  steamers  should  touch  at  certain  ports  in  California  on 
their  voyages. 

On  the  30th  of  September,  1848,  the  Company  was  formally  organized, 
$400,000  of  stock  having  been  paid  in  according  to  the  terms  of  their  charter. 

On  the  5th  of  October,  1848,  the  California  went  to  sea.  Her  consorts 
followed  at  short  intervals.  The  discovery  of  the  gold  mines  of  California 
took  place  while  the  steamers  were  on  their  route  to  the  Pacific ;  and  the 
California,  touching  at  the  port  of  Panama,  found  there  a  multitude  of  anx- 
ious gold-seekers  from  the  United  States,  who  had  crossed  the  Isthmus,  via 
Chagres,  to  meet  her  for  the  voyage  from  thence  to  California.  Each  suc- 
ceeding steamer  found  similar  crowds  awaiting  its  arrival,  and  the  organiza- 
tion of  the  route,  which  at  once  took  place,  has  continued  in  regular  opera- 
tion up  to  the  present  day,  with  such  additions  to  their  number  and  increased 
tonnage  as  the  rapidly  growing  traffic  required. 

The  Pacific  Mail  Steam-ship  Company  has  always  been  characterized  by 
the  great  and  judicious  liberality  of  its  management. 

No  expense  has  been  spared  since  the  first  formation  of  the  Company  to 
carry  on  their  business  with  the  greatest  possible  safety  and  dispatch,  both 
for  passengers  and  freight ;  and  the  comforts  and  general  requirements  of 
passengers  have  been  so  efficiently  secured  by  able  and  courteous  officers 
that  it  may  be  truthfully  referred  to  as  one  of  the  most  universally  popular 
steam-ship  lines  in  the  world. 

3d.  THE  OREGON  AND  CALIFORNIA  STEAM-SHIP  COMPANY,  RUNNING  BETWEEN 
SAN  FRANCISCO  AND  THE  PORTS  OF  OREGON,  WASHINGTON  TERRITORY, 
AND  VANCOUVER'S  ISLAND,  TRI -MONTHLY,  WITH  A  SOUTHERN  BRANCH, 
MONTHLY  SERVICE,  BETWEEN  SAN  FRANCISCO  AND  THE  MEXICAN  PACIFIC 

COAST. 

This  line  was  established  early  in  the  present  year  (1861)  by  Messrs.  Hol- 
liday  &  Flint,  of  San  Francisco,  who  purchased  the  steam-ships  Panama,  of 
1087  tons,  Cortez,  1117,  Republic,  850,  Columbia,  777,  and  Sierra  Nevada, 
1247  tons,  from  the  Pacific  Mail  Steam-ship  Company,  and  took  charge  of 
the  San  Francisco,  Oregon,  Washington  Territory,  and  Vancouver  route, 
heretofore  managed  by  the  Pacific  Mail  Steam-ship  Company,  besides  estab- 
lishing a  new  branch  of  service  between  San  Francisco  and  the  ports  of  Cape 


PANAMA   RAILROAD. 


151 


St.  Lucas,  Guaymas,  San  Bias,  Mazatlan,  Acapulco,  and  other  Mexican 
ports. 

The  service  between  San  Francisco,  Oregon,  Washington  Territory,  and 
Vancouver  is  performed  thrice  monthly  by  the  steamers  Sierra  Nevada,  Cor- 
tez,  and  Columbia,  and  connects  with  the  steamers  of  the  Pacific  Mail  Steam- 
ship Company  as  heretofore. 


Ports  of  entry. 

Price  of  passage 
from  San  Francisco. 

Freight, 
per  ton. 

Cabin. 

Steerage. 

Upward. 

Down. 

In  Oregon,  Humboldt  Bay  (town  of  Eureka) 
"         Crescent  City  

$30 
30 
40 
50 
50 
50 
50 
50 

$15 
15 
15 
25 
25 
25 
25 
25 

$15 
10 
10 
15 
12^ 
15 
15 
15 

$15 
15 
15 
15 
15 
15 
15 
15 

"         Port  Orford  

"         Umpqua  and  Gardiner  City  
In  Vancouver,  Victoria  

In  Washington  Territory,  Port  Townsend.. 
"           "           "          Steilacoom  

"          "          "         Olympia  

ftOr  May,  1862. — For  Messrs.  HOLLADAY  &  FLINT'S  Pacific  Mexican  Mail 
Line  Steamers,  seepages  182-185. 

4th.  THE  PANAMA  RAILROAD  COMPANY'S  CENTRAL  AMERICAN  LINE  OF  STEAM- 
SHIPS, RUNNING  SEMI-MONTHLY  BETWEEN  THE  PORTS  OF  GUATEMALA,  SAL- 
VADOR, COSTA  RICA,  NICARAGUA,  AND  PANAMA. 

The  steam  propellers  Guatemala,  1021  tons,  J.  M.  Dow,  commander,  and 
Salvador,  1200  tons,  J.  W.  Rathbun,  commander,  arrive  at  and  depart  from 
Central  American  ports  on  or  about  the  following  days  of  each  month,  form- 
ing a  semi-monthly  line : 


Departure. 

Arrival. 

From 

Salvador. 

Grautemala. 

At 

Salvador. 

Gruatelama 

Panama  

15th 
18th 
20th 
21st 
22d 
22d 
25th 
26th 
27th 
30th 
1st 
3d 

30th 
3d 
5th 
6th 
7th 
7th 
10th 
llth 
12th 
15th 
16th 
18th 

Punta  Arenas.... 
Realejo  

17th 
19th 
20th 
22d 
22d 
23d 
25th 
27th 
28th 
30th 
2d 
5th 

2d 
4th 
5th 
7th 
7th 
8th 
10th 
llth 
13th 
15th 
17th 
20th 

Punta  Arenas.... 

La  Union  

La  Union  

La  Libertad  
Acajutla  

La  Libertad  

San  Jose  

Acajutla  

Acajutla  

La  Libertad  

La  Libertad  
La  Union   

Realejo  

Realejo  

Punta  Arenas.... 
Panama  

Punta  Arenas.... 

Prices  of  Passage. 

From  Panama  to  Punta  Arenas $40  00 

'              *           Realejo 65  00 

<              <           La  Union 7000 

«              *           La  Libertad 7500 

*              '           Acajutla 80  00 

c             *           San  Jose  de  Guatemala 8500 

Payable  in  American  gold. 


152 


HAND-BOOK   OF   THE 


Prices  of  Freight  (including  Lighterage  in  Panama). 

From  Panama  to  Punta  Arenas,  per  ton  measurement...  .  $14  00 

Kealejo,  ....  16  00 

La  Union,  ....  16  00 

La  Libertad,  ....  18  00 

Acajutla,  ....  18  00 

San  Jose,  ....  18  00 
And  five  per  cent,  primage. 

Prices  of  Return  Freight  (including  Lighterage  at  Panama). 

From  San  Jose,  Acajutla,  and  La  Libertad,  to  Panama :  For  cochineal  and 
indigo,  1£  cents  per  Ib.  on  the  net  weight ;  hides,  32  cents  each ;  other  mer- 
chandise in  cases,  bales,  etc.,  45  cents  per  cubic  foot ;  and  5  per  cent,  prim- 
age. 

From  La  Union  and  Kealejo  to  Panama :  Cochineal  and  indigo,  1£  cents 
per  Ib.  net  weight;  hides,  30  cents  each;  merchandise  in  cases,  bales,  etc., 
40  cents  per  cubic  foot ;  and  5  per  cent,  primage. 

From  Punta  Arenas  to  Panama :  Coffee,  |-  cent,  gross  weight ;  hides,  24 
cents  each ;  merchandise  in  cases,  bales,  etc.,  35  cents  per  cubic  foot. 

Produce  and  other  merchandise  for  Panama  will  be  landed  at  the  railroad 
wharf,  where  it  must  be  received  by  the  consignees  immediately ;  in  default 
of  which,  it  will  be  taken  to  the  depot  at  the  expense  and  risk  of  the  owner. 

All  freight  and  passage  payable  in  American  gold  or  its  equivalent. 

Prices  of  Freight  from  the  Ports  of  Central  America  to  Aspinwall  (CWon),  in- 
cluding the  Expense  of  Landing  and  Transportation  by  the  Railroad. 

From  San  Jose,  Acajutla,  and  La  Libertad :  Indigo  and  cochineal,  2|  cents 
per  Ib.  net  weight ;  hides,  47  cents  each ;  merchandise  in  cases,  etc.,  45  cents 
per  cubic  foot,  and  the  regular  transportation  charges  established  by  the 
tariff  of  the  railroad. 

From  La  Union  and  Realejo :  Indigo  and  cochineal,  2|  cents  per  Ib.  net 
weight ;  hides,  45  cents  each  ;  merchandise  in  cases,  etc.,  40  cents  per  cubic 
foot,  and  the  transportation  charges  established  by  the  tariff  of  the  railroad. 

From  Punta  Arenas:  Coffee,  1£  cents  per  Ib.  gross  weight;  hides,  39 
cents  each ;  merchandise  in  cases,  etc.,  35  cents  per  cubic  foot,  and  the  trans- 
portation charges  established  by  the  tariff  of  the  railroad. 

Through  Rates  of  Freight  from  Central  America  to  the  South  American  Ports. 

To  Guayaquil,  cochineal,  per  ceroon $3  75 

Callao,  "  "         4  75 

"  5  75 


"  Valparaiso, 

To  Guayaquil, 
"  Callao, 
"  Valparaiso, 

To  Guayaquil, 
"  Callao 
"  Valparaiso, 


coffee,  per  pound  ..........................  H  cts. 

II  It  ......  ............     J|.      it 


crude  sugar  .................................  H  cts. 

"          .................................  II    " 

11          .................................  2*   " 


PANAMA  RAILROAD. 


153 


Rates  of  Through  Freight  from  New  York,  by  the  Companies  sailing  Vessels 
to  Aspinwall,  including  Lighterage  in  Panama. 


Goods  can  be  shipped  three  times  per  month,  by  steamers  of 
the  Atlantic  arid  Pacific  Steam-ship  Company,  to  Aspin- 
wall, at  an  addition  of  35  cents  per  foot,  or  $14  per  ton,  to 
the  following  rates. 

.Jf  w 

11 

^ 

Realejo, 
La  Union. 

La  Libertad, 
Acajutla, 
San  Jose 
(Guatemala). 

Dry-goods,  hats,  boots,  shoes,  drugs,  and  other  goods 
included  in  railroad  tariff  as  first  class,  per  ton  of 
40  feet  

$40  00 
3200 

30  00 
30  00 

34  00 

35  00 
30  00 
4  20 
2  20 
32  00 
;    35  00 
40  00 
32  00 
28  00 

$42  00 
34  00 

32  00 
32  00 

3600 

3700 
32  00 
4  50 
2  35 
34  00 
37  00 
42  00 
34  00 
30  00 

$44  00 
36  00 

34  00 
34  00 

38  00 

39  00 
34  00 
4  80 
2  50 
36  00 
39  00 
44  00 
36  00 
32  00 

Unbleached  domestics,  per  ton  of  40  feet  

Furniture,  carriages,  agricultural  implements,  wood 
en-ware,  clocks,  etc.  ,  per  ton  of  40  feet  

Iron  in  bars,  sheets,  and  bundles,  iron  castings,  nails 
spikes,  copper,  zinc,  and  lead,  per  ton  of  2000  Ibs 
Steel  in  bars  and  bundles,  coarse  machinery,  com- 
mon hardware,  earthen-ware,  sugar-mills,  -moulds 
and  -pans,  shot,  etc.,  per  ton  of  2000  Ibs  

Butter,  cheese,  lard,  fish,  ham,  soap,  and  candles 
per  ton  of  2000  Ibs  

Refined  sugar,  per  ton  of  40  feet  

Flour  and  rice,  per  barrel  

"           "        per  half  barrel  

Wine  in  boxes  and  baskets,  per  ton  of  40  feet  

"    in  casks,  and  other  liquors,  per  ton  of  40  feel 
Tobacco  manufactured,  per  ton  of  40  feet  

"        unmanufactured  per  ton  of  40  feet  

Ship-bread  crackers  etc    per  ton  of  40  feet 

Rates  of  Return  Freights,  by  the  Company's  sailing  Vessels  from  Aspinwall  to 
New  York,  including  Lighterage  in  Panama. 

To 
Panama. 

Aspin- 
wall. 

New 
York. 

Lumber,  from  La  Union,  per  M  ' 

£20  00 
18  00 

U 

32 
30 
24 

* 
1 

li 

50 

1 
1 
£ 

$0  02| 

47 
45 
39 
H 
1* 

S* 

1  00 

11 

H 
12 

$0  03| 

62 
60 
54 
H 
2i 
3 

1  16 
2i 
2 
II 
than  25 

li           li    Punta  Arenas  per  M          

Cochineal  and  indigo,  from  either  port,  per  Ib.  net. 
Hides,  from  San  Jose,  Acajutla,  and  La  Libertad, 
each  

Hides  from  La  Union  and  Realejo  each  

"         "     Punta  Arenas  

Coffee  from  Punta  Arenas  per  Ib  gross   

Deer  and  goat  skins,  from  Punta  Arenas,  per  Ib... 
"                   "              "     other  ports,           "    ... 
Cigars,  balsam,  and  first  class  goods,  per  railroad 
tariff  per  foot  

Cotton        

Sugar  

Silver  ore  to  New  York,  in  lots  of  25  tons  and  upward,  $25  ;  less 
tons,  $30  per  ton  of  2240  Ibs. 

No  primage  on  through  rates. 
Through  bills  of  lading  are  given  from  Central  American  ports  to  Liver- 
pool (by  propellers  Saladin  and  Plantagenet  from  Aspinwall)  at  4  cents  per 
Ib.  on  net  weight  of  indigo  and  cochineal,  and  2£  cents  per  Ib.  on  gross 
weight  of  coffee  ;   and  to  London  (by  the  Royal  Mail  Steam  Packet  Compa  - 

154  HAND-BOOK   OF   THE 

ny's  steamers)  at  2f  pence  sterling  per  Ib.  on  gross  weight  of  indigo  and 
cochineal. 

Produce  and  other  merchandise  for  Panama  will  be  landed  at  the  railroad 
wharf,  where  it  must  be  received  by  the  consignees  immediately ;  in  default 
of  which,  it  will  be  taken  to  the  depot  at  the  expense  and  risk  of  the  owner. 
All  freight  and  passage  payable  in  American  gold  or  its  equivalent. 
For  farther  information,  apply  to 

Jos.  F.  JOY,  Secretary,  88  Wall  St.,  New  York. 
WM.  NELSON,  Commercial  Agent,  Panama. 
CRISANTO  MEDINA,  Punta  Arenas. 
COURTADE  Y  CLAVERA,  La  Union. 
H.  J.  FOOTE  and  J.  MATHI,  Sonsonate. 
J.  SARAGIA,  San  Jose  de  Guatemala. 

Or  to  the  commanders  on  board. 

For  a  description  of  the  countries  touched  at  by  the  Central  American 
Line,  also  an  account  of  the  ports,  port  regulations  and  charges,  tariffs,  com- 
merce, etc.,  etc.,  see  page  189,  et  seq. 

5th.    THE   PACIFIC  STEAM   NAVIGATION  COMPANY,  PLYING  BETWEEN  PANAMA, 
CALLAO,   VALPARAISO,  AND   INTERMEDIATE   PORTS. 

The  steam-ships  destined  for  the  service  are  the  following:  Bogota,  1600 
tons ;  Lima,  1600  tons ;  Callao,  1200  tons ;  Valparaiso,  1200  tons ;  Guaya- 
quil, 1000  tons ;  San  Carlos,  1000  tons  ;  Bolivia,  800  tons ;  Anne,  500  tons  ; 
Cloda,  900  tons ;  New  Granada,  750  tons ;  Inca,  300  tons ;  Morro,  150  tons. 

Voyage  to  the  South. 

Days  of  each  Month. 

Departure  from  Panama 9th  and  24th. 

Arrival  at Guayaquil 13th  and  28th. 

Departure  from  Guayaquil 14th,  29th,  and  2d. 

Arrival  at Payta 15th,  30th,  and  3d. 

"       Lambayeque 17th  and  4th. 

Departure  from  Lambayeque 18th  and  5th. 

Arrival  at Pacasmayo 18th  and  5th. 

Huanchaco 19th  and  6th. 

Santa 20th. 

Samanco 7th. 

Casma 20th  and  7th. 

Supe 21st  and  8th. 

Huacho 21st  and  8th. 

Callao 18th,  22d,  2d  or  3d,  and  9th. 

Departure  from  Callao 20th,  26th,  5th,  and  1 1th. 

Arrival  at. .....  CerroAzul 27th  and  12th. 

Islas  de  Chincha 21st,  27th,  6th,  and  12th. 

Pisco 21st,  27th,  6th,  and  12th. 

Chala 29th  and  14th. 

Islay 23d,  30th,  8th,  and  15th. 

Arica 24th,  31st  or  1st,  9th,  and  16th. 

Pisagua 1st  or  2d,  and  17th. 

Mejillones 1st  or  2d,  and  17th. 

Iquique 1st  or  2d,  and  17th. 

Tocopillo 2d  or  3d,  and  18th. 

Cobija 25th,  2d  or  3d,  10th  and  18th. 

Caldera 27th,  4th  or  5th,  12th,  and  20th. 

Departure  from  Caldera 27th,  4th  or  5th,  12th,  and  20th. 

Arrival  at Carrizal  bajo 5th  or  6th,  and  21st. 


PANAMA   RAILROAD. 


155 


Arrival  at. . 


Days  of  each  Month. 

...  Huasco 5th  or  6th,  and  21st. 

...  Coquimbo 28th,  6th  or  7th,  13th,  and  22d. 

"       Tongoy 6th  or  7th,  and  22d. 

"       Valparaiso 29th,  7th  or  8th,  14th,  and  23d. 

Voyage  to  the  North. 

Days  of  each  Month. 

Departure  from  Valparaiso 3d,  1 1th,  18th,  and  27th. 

Arrival  at Tongoy 12th  and  28th. 

"       Coquimbo 4th,  12th,  19th,  and  28th. 

"       Huasco 13th  and  29th. 

"       Carrizalbajo 13th  and  29th. 

"       Caldera 5th,  14th,  20th,  and  30th. 

"       Cobija 7th,  16th,  22d,  1st  or  2d. 

"       Tocopillo 16th,  and  1st  or  2d. 

"       Iquique.. 17th,  and 2d  or  3d. 

"       Mejillones 17th,  and  2d  or  3d. 

"       Pisagua 17th,  and  2d  or  3d. 

"       Arica 8th,  18th,  23d,  and  3d  or  4th. 

"       Islay 9th,  19th,  24th,  and  4th  or  5th. 

"       Chala 20th,  and  5th  or  6th. 

"       Pisco llth,  21st,  26th,  and  6th  or  7th. 

"       Islas  de  Chincha llth,  21st,  26th,  and  6th  or  7th. 

"       Cerro  Azul 21st,  and  6th  or  7th. 

"       Callao 12th,  22d,  27th,  and  7th  or  8th. 

Departure  from  Callao 14th,  24th,  29th,  and  13th. 

Arrival  at Huacho 25th  and  14th. 

"       Supe 25th  and  14th. 

"       Casma 26th  and  15th. 

Samanco 26th. 

Santa 15th. 

Huanchaco 27th  and  16th. 

Pacasmayo 27th  and  16th. 

Lambayeque 28th  and  17th. 

Payta 17th,  19th,  and  1st  or  2d. 

Guayaquil 30th. 

1       Panama 22d,  and  6th  or  7th. 


Rates  of  Passage. 


First     Second 
Saloon.  Saloon. 


Panama  to  Guayaquil...  $105    $100 


Payta 115 

Lambayeque  135 

Huanchaco..  135 

Casma 140 

Huacho 145 

Callao 160 

Pisco 175 


110 
130 
130 
135 
140 
150 
165 


First     Second 
Saloon.  Saloon. 


Panama  to  Islay $220    $210 


Arica 230 

Iquique 245 

Cobija 255 

Caldera 265 

Huasco 270 

Coquimbo...  275 


220 
230 
240 
250 
255 
260 


Valparaiso..     290       270 


Passage  for  any  of  the  above  ports  can  be  secured  at  the  office  of  the 
Panama  Railroad  Company,  88  Wall  Street,  New  York. 

The  Pacific  Steam  Navigation  Company  will  issue  through  bills  of  lading 
for  produce  from  the  above-mentioned  ports — To  New  York,  to  be  conveyed 
from  Aspinwall  by  sailing  vessels  of  the  Panama  Railroad  Company ;  to 
Liverpool,  to  be  conveyed  from  Aspinwall  by  propellers  Saladin  and  Plan- 


156 


HAND-BOOK  OF  THE 


tagenet ;   to  Southampton,  to  be  conveyed  from  Aspinwall  by  steamers  of 
Royal  Mail  Steam  Packet  Company. 

An  arrangement  has  also  been  made  by  which  produce  can  be  shipped 
under  through  bills  of  lading  from  ports  in  Central  America  touched  at  by 
steamers  Guatemala  and  Columbus  to  the  above  ports  on  the  west  coast. 

Rates  of  Freight  in  Dollars  from  Panama  to  Valparaiso  and  intermediate  Ports. 


|  g"|  Buenaventura. 

Guayaquil. 

K 
?j 

Lambayeque. 

Iluanchaco. 

1 

Huacho, 

1 

^5 
O 

K 

| 

'.§ 

< 

0 

Ji? 

*2 

& 

.* 

f 

o 

Caldera. 

Huasco.  | 

Coquimbo. 

Valparaiso. 

Panama  per  ton. 

25 
20 

25 
20 
12 

25 
25 
15 
15 

25 
25 
15 
15 
15 

30 
25 
15 
15 
15 
15 

30 
25 
15 
15 
15 
15 
15 

30 
25 
15 
15 
15 
15 
15 
12 

30 
30 
20 
20 
20 
20 
20 
15 
15 

35 

30 
20 
20 
20 
20 
20 
20 
20 
20 

35 
35 
20 
20 
20 
20 
20 
20 
20 
20 
15 

40 
35 
25 
25 

20 
20 
20 
20 
20 
20 
15 

40 
35 
25 
25 
20 
20 
20 
20 
20 
20 
20 
15 
20 

40 
40 
25 
25 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 

45 
40 
25 
25 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
12 

45 

40 
25 
25 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
12 
12 

45 
40 
25 
25 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
12 
12 
12 

Buenaventura.... 
Guavaquil  

Payta  

Lambayeque  
Huanchaco  

Casma  

Huacho  .  . 

Callao  

1 

Arica  

| 

IQ  uio  ue  

Cobija  

i 

Caldera  

Huasco   

i 

Coquimbo  

i 

Rates  of  Freight  in  Dollars  from  Valparaiso  to  Panama  and  intermediate  Ports. 


Coquimbo. 

1 

Caldera. 

03 

f 

1 

5 

£ 

8 

| 

Huacho. 

I 

Huanchaco. 

oj 

1 

! 

{ 

O 

Buenaventura. 

Panama. 

Valparaiso  per  ton. 
CoQuimbo   . 

12 

12 
12 

12 
12 
12 

20 
15 
15 
15 

20 
15 
15 
15 
15 

20 
15 
15 
15 
15 
15 

20 
15 
15 
15 
15 
15 
15 

20 
15 
15 
15 
15 
15 
15 
15 

20 
15 
15 
15 
15 
15 
15 
15 
12 

25 
18 
18 
18 
18 
15 
15 
15 
15 
12 

25 

18 
18 
18 
18 
18 
15 
15 
15 
12 
12 

25 
18 
18 
18 
18 
18 
15 
15 
15 
12 
12 
12 

25 
18 
18 
18 
18 
18 
15 
15 
15 
12 
12 
12 
12 

25 
18 
18 
18 
18 
18 
15 
15 
15 
12 
12 
12 
12 
12 

25 

18 
18 
18 
18 
18 
18 
18 
18 
15 
12 
12 
12 
12 
12 

30 
25 

25 
25 
25 
25 
25 
25 
25 
20 
18 
18 
18 
18 
15 
15 

30 
25 

25 
25 

25 
25 
25 
25 
25 
20 
18 
18 
18 
18 
18 
15 
15 

Caldera  

Cobija  

Iquique  

Islay  

Pisco 

Callao  

Huacho  

Casma 

Huanchaco  
Lambayeque  
Payta   

Guayaquil 

Buenaventura... 

PANAMA  RAILROAD. 


157 


Through  Rates  of  Freight  from  New  York  to  Valparaiso  and  intermediate,  Ports. 

The  Panama  Railroad  Company  are  now  prepared  to  issue  through  bills 
of  lading  to  all  the  ports  touched  at  by  the  steamers  of  the  Pacific  Steam 
Navigation  Company,  at  the  following  rates : 


General  merchandise,  and  all  goods  embraced  in  first  class 
of  Panama  Railroad  tariff,  per  ton  of  40  cubic  feet,  or 
2240  Ibs.  gross  weight,  at  the  option  of  the  Company 

Beef  and  pork,  per  barrel 

* 4  per  half  barrel 

Flour,  per  barrel 

* '  per  h  alf  b  arrel 

Biscuit,  per  100  Ibs 

Butter,  lard,  hams,  bacon,  cheese,  salt  fish,  tallow,  and  rice, 
per  ton  of  2000  Ibs 

Refined  sugar,  per  ton  of  2000  Ibs 

Wines  and  other  liquors,  in  boxes  and  barrels,  per  ton  of  40 
cubic  feet 

Manufactured  tobacco,  per  ton  of  40  cubic  feet 

Cigars,  per  ton  of  40  cubic  feet 

Unbleached  domestics,  per  ton  of  40  cubic  feet 

Soap,  per  ton  of  2000  Ibs 

Candles,  per  ton  of  40  cubic  feet 

Carriages  and  furniture,  per  ton  of  40  cubic  feet 

Agricultural  implements,  per  ton  of  40  cubic  feet 

Pitch,  tar,  and  rosin,  per  barrel 

Earthen-ware  and  glass-ware  (coarse),  in  crates  and  boxes, 
per  ton  of  40  cubic  feet 

Turpentine  and  oil  in  cases,  per  ton  of  40  cubic  feet 

Turpentine  and  oil  in  tins  only,  per  ton  of  40  cubic  feet 


$40  00  $50  00 
5 
2 
4 
2 
2 


111 

at*  3  8 


i  00 

75 

:    00 

25 
50 


7  00 
3  75 
5  00 

2  75 

3  50 


40  00 
45  00 

4000 
40  00 
45  00 
32  00 
40  00 
40  00 
4000 
35  00 
400 

35  00 
40  00 
45  00 


All  weights  to  be  the  gross  weight. 

Articles  not  enumerated  to  be  charged  at  rates  assimilating  to  the  above. 

From  New  York  to  Aspinwall  shipments  are  made  by  the  sailing  vessels 
of  the  Panama  Railroad  Company,  leaving  at  intervals  of  from  eight  to  ten 
days. 

All  freight  to  be  prepaid. 

No  bill  of  lading  signed  for  less  than  five  dollars. 

Farther  particulars  may  be  learned  on  application  to  the  secretary  at  the 
office  of  the  Panama  Railroad  Company,  No.  88  Wall  Street,  New  York. 

Weekly  Line  between  Callao,  Lambayeque,  and  Guayaquil. 

Departure  from  Callao 6th,  13th,  19th,  and  24th 

Arrival  at  Huacho 7th,  1 4th,  20th,  and  25th 

"         Supe 7th,  14th,  20th,  and  25th 

"  Casma 8th,  15th,  21st,  and  26th 

Samanco 26th 

"         Santa 15th   

G2 


of  each  month. 


158 


HAND-BOOK  OF  THE 


Arrival  at  Huanchaco 9th,  16th,  22d,  and  27th  of  each  month. 

"         Malabrigo 9th   and   22d  

"         Pacasmayo...; 16th,  and  27th 

"        Lambayeque....  10th,  17th,  23d,  and  28th 

"         Payta 29th 

"         Guayaquil 30th 

Departure  from  Guayaquil  2d  or  3d 

Arrival  at  Payta 3d  or  4th 

"        Lambayeque 4th  or  5th 

Departure  fr.  Lambayeque  10th,  17th,  23d,  and   4th  or  5th 

Arrival  at  Pacasmayo 18th  and   5th  or  6th 

"        Malabrigo 18th  and   5th  or  6th 

"        Huanchaco llth,  19th,  24th,  and  6th  or  7th 

"         Santa 20th 

"         Samanco 7th  or  8th 

"         Casma... 12th,  20th,  25th,  and   7th or  8th 

Departure  from  Casma  ....  12th,  20th,  25th,  and   7th  or  8th 

Arrival  at  Supe 13th,  21st,  26th,  and   8th  or  9th 

"        Huacho 13th,  21st,  26th,  and   8th  or  9th 

"        Callao 14th,  22d,  27th,  and   9th  or  10th 

Bates  of  freight :  From  Callao  to  Guayaquil  and  the  intermediate  ports, 
$8  per  ton;  from  Guayaquil  to  Callao  and  the  intermediate  ports,  $10  per 
ton ;  from  Guayaquil,  and  the  intermediate  ports  as  far  south  as  Callao,  to 
Valparaiso,  $15  per  ton. 

Semi-monthly  Line  between  Valparaiso,  Talcahuano,  and  Puerto  Montt. 
Departure  from  Valparaiso . .  10th  and  30th  of  each  month. 

Arrival  at  Constitucion 1 1th         

"        Tome 12th  and  31st  or  1st 

"        Talcahuano 12th  and  31st  or  1st 

"        Coronel 1st  or  2d 

"        Lota 13th         

"        Valdivia 14th         

"        Ancud 15th         

"        Calbuco 16th         

"        Puerto  Montt 16th         

Departure  from  Puerto  Montt  18th         

Arrival  at  Calbuco 18th         

"        Ancud 18th         

"        Valdivia 20th         

"        Lota 21st          

"        Coronel 1st  or  2d 

"        Talcahuano 22d  and    2d  or  3d 

Departure  from  Talcahuano.  22d  and    3d  or  4th 
Arrival  at  Tome 22d  and    3d  or  4th 

"        Constitucion 23d          

*  <        Valparaiso 24th  and    4th  or  5th 

Monthly  Line  between  Panama  and  Guayaquil — Steam-ship  Anne. 

Departure  from  Panama 12th  of  each  month. 

Arrival  at  Buenaventura 14th 

Departure  from  Buenaventura 15th 

Arrival  at  Tumaco 16th 

"        Esmeraldas 17th 

"         Manta 18th 

"         Guayaquil 20th 


PANAMA  RAILROAD. 


159 


Departure  from  Guayaquil , 24th  of  each  month. 

Arrival  at  Manta 26th 

"        Esmeraldas 28th 

"        Tumaco 29th 

"        Buenaventura 30th 

Departure  from  Buenaventura 31st 

Arrival  at  Panama 2d  or  3d 

Prices  of  Passage  by  the  Anne. 


Buenaven- 
tura. 

Tumaco. 

Esmeral- 
das. 

Manta. 

Guaya- 
quil. 

From  Panama  to  

$50  00 

$60  00 

$70  00 

$80  00 

$85  00 

u     Buenaventura  to  

30  00 

40  00 

50  00 

60  00 

"     Tumaco  to  

20  00 

30  00 

40  00 

"     Esmeraldas  to  

20  00 

30  00 

11     Manta  to  

25  00 

Manta. 

Esmeral- 
das. 

Tumaco. 

Buenaven- 
tura. 

Panama. 

From  Guayaquil  to  

$25  00 

$30  00 

$40  00 

$50  00 

$85  00 

"     Manta  to  

20  00 

30  00 

45  00 

80  00 

"     Esmeraldas  to  

20  00 

35  00 

70  00 

"     Tumaco  to  

30  00 

60  00 

4  '     Buenaventura  to  

50  00 

Hates  of  Freight. 

From  Guayaquil  and  intermediate  ports  to  Panama $10  00  per  ton. 

"     Panama  "      Guayaquil..    12  00       " 

The  Pacific  Steam  Navigation  Company  was  organized  in  April,  1839, 
but  the  charter  of  incorporation  was  not  obtained  until  February,  1840.  In 
November,  1839,  the  directors,  under  assurance  that  the  charter  would  be 
granted,  contracted  for  two  steam  vessels,  which  were  completed  and  dis- 
patched from  England  for  service  on  the  Pacific  in  July,  1840,  and  com- 
menced their  voyages  on  the  coasts  of  the  Pacific  in  November  of  the  same 
year,  since  which  time  the  line  has  been  in  regular  and  successful  operation. 
Its  business  has  increased  to  such  an  extent  that  a  fleet  of  eleven  large 
steam-ships,  with  a  semi-monthly  service,  are  now  employed  on  the  through 
route  between  Panama  and  Valparaiso,  besides  a  monthly  steam-ship  (the 
Anne)  plying  between  Panama  and  Guayaquil,  a  weekly  line  of  four  steam- 
ships plying  between  Callao  and  Guayaquil,  and  a  semi-monthly  line  between 
Valparaiso  and  Puerto  Montt,  touching  at  the  intermediate  ports  for  the  col- 
lection of  freight,  which,  from  the  increase  of  the  through  business,  caused 
too  much  delay  for  the  ships  of  the  through  line. 

•       The  machine  and  repair  shops,  and  other  facilities  for  keeping  the  vessels 
of  the  Company  in  order,  are  very  extensive  and  well  appointed.     They  aro 
situated  on  the  island  of  Toboga,  in  the  Bay  of  Panama. 
The  head-quarters  of  the  Company  are  at 

Liverpool WILLIAM  JUST,  General  Manager. 

Callao GEORGE  PETRIE,  Resident  Manager  on  the  Pacific. 

Panama CHARLES  H.  BIDWELL,  Agent. 


160 


HAND-BOOK   OF   THE 


6th.     THE    KOYAL    MAIL     STEAM    PACKET    COMPANY,   PLYING    BETWEEN    THE 
WEST   INDIES,  MEXICO,  CENTRAL   AMERICA,  AND   PANAMA. 

Offices — 55   Moorgate  Street,  London,  R.  T.  Reep,  Secretary;   Canute 
Road,  Southampton,  Captain  W.  Vincent,  Superintendent. 

Foreign  Agencies  on  the  Continent  of  Europe,  and  at  the  termini  of  Routes  in 
the  West  Indies. 

Paris Messrs.  Pritchard  and  Monneron,  4  Rue  Rossini. 

Havre Messrs.  Davidson  and  Co. 

Hamburg Messrs.  Hundeiker  and  Abegg. 

St.  Thomas J.  B.  Cameron,  Esq.,  Superintendent. 

Aspinwall W.  Ritchie,  Esq.,  Resident  Traffic  Manager. 

Panama C.  A.  Henderson,  Esq.,  H.B.M.'s  Consul. 

Havana J.  T.  Crawford,  Esq.,  C.B.,  H.B.M.'s  Consul  General. 

Vera  Cruz C.  Markoe,  Esq. 

Tampico Messrs.  Jolly  and  Co. 

Jamaica Captain  Cooper,  R.N.,  Superintendent. 

Trinidad Messrs.  H.  Scott  and  Son. 

Barbadoes Messrs.  M.  Cavan  and  Co. 

Demerara Messrs.  Rose,  Duff,  and  Co. 

Belize Captain  A.  W.  Cox. 

London Wheatley,  Starr,  and  Co.,  156  Cheapside. 

List  of  Ships. 


No. 

Station. 

Names. 

Registered 
Tonnage. 

Horse 
Power. 

Names  of 
Captains. 

1. 
2 

On  West  India  service. 

Shannon  .  .  . 
Seine  

3472 
3440 

800 
800 

G.  Abbott. 
R  Revett 

3. 
4. 
5. 
6. 

7. 
8 

Atrato  
La  Plata.... 
Tasmanian. 
Tamar  
Thames  
Trent  

3126 
2404 
2253 
1707 

1889 
1856 

800 
1000 
550 
400 
430 
430 

F.  Woolley. 

C.  G.  Weller. 
P.M.Woolcott. 
A.  Hole. 
J.  T.  Moir. 

9. 
10. 
11 

Solent  
Teviot  
Clyde  . 

1689 
1744 
1371 

400 
450 
430 

E.  M.  Leeds. 
J.  M.  Gillies. 
H  P  Lewis 

12. 
13. 

Conway  
Wye... 

895 
752 

260 
180 

W.  Heenan. 
J.  Thwaites. 

14. 
15. 
16. 
17. 
18. 
19. 
20. 
21. 
22 

On  Brazil  service  

n            it 

n            ti 
On  transport  service... 
On  River  Plate  route.. 

Derwent.... 
Prince  
Magdalena. 
Oneida  
Tyne  
Avon  
Mersey  
Parana  
Dee  

794 
398 
2567 
2284 
1916 
1834 
1001 
2730 
1699 

260 
200 
800 
530 
400 
440 
250 
800 
440 

E.  West. 

R.  Woolward. 
T.  A.  Bevis. 
J.  H.  Jellicoe. 
F.  Reeks. 
R.  Curlewis. 

23. 

Medway  .... 

1895 

430 

PANANA   KAILROAD. 


161 


The  following  are  the  estimated  Dates  of  Arrival  of  the  outward  Mails  at  the 
principal  Stations,  commencing  from  Southampton  March  2d,  1860. 

(The  mails  are  sent  on  from  St.  Thomas  by  the  Company's  intercolonial  ships.) 

From  Southampton : 

2d  and  17th  of  each  month,  arriving  at  St.  Thomas 17th  and  2d. 

"  "  "  Aspinwall  (Isthmus  of 

Panama) 22d  and  7th. 

"  "  "          Jamaica 21st  and  6th. 

"  "  "  Barbadoes 20th  and  5th. 

"  "  "          Trinidad 22d  and  7th. 

"  "  Demerara 22d  and  7th. 

2d  of  each  month,  arriving  at  Havana  (one  mail  each  month)  22d  idem. 
"  "  "          VeraCruz  "  26th    " 

"  "  "          Tampico  "  28th    " 

'"  "  "          Carthagena  "  24th    " 

"  u  "          Santa  Martha  26th    " 

17th  "  "          Belize  "  10th  following  m'th. 

"  "          Greytown  "  10th         " 

The  following  are  the,  estimated  Dates  of  Departure  of  the  homeward  Mails 
from  the  principal  Stations,  commencing  with  the  Mails  in  reply  to  those  from 
Southampton  March  2d. 

(The  mails  are  conveyed  to  St.  Thomas  by  the  Company's  intercolonial  ships.) 

From: 

Tampico  (one  mail  each  month)  29th,  reaching  Southampton  29th  following  m'th. 
Santa  Martha  27th,  "  29th         " 

VeraCruz  2d,*  "  29th  idem. 

Havana  8th.*  "  29th      " 

Carthagena  5th,*  "  29th      " 

Belize  17th,*  "  14th  following  m'th. 

Greytown  19th,  "  14th         " 

Demerara 9th*  and  24th  of  each  month.          £  -^ 

Trinidad 9th*  and  24th      "  ePf.S'^ 

Barbadoes llth*  and  26th      " 

Jamaica 10th*  and  25th       " 

Aspinwall  (Isthmus  of  Panama)..   9th*  and  24th       " 
St.  Thomas 15th*  and  30th       " 

N.B. — The  estimated  dates  of  departure  which  are  marked  thus  *  above 
will  be  a  day  earlier  when  the  preceding  month  comprised  31  days. 

Notice. — The  Company  will  not  be  responsible  for  the  maintenance  of 
passengers,  or  for  their  loss  of  time  during  any  detention  consequent  upon 
the  occurrence  of  any  cause  to  prevent  the  vessels  from  meeting  at  the  ap- 
pointed places ;  nor  for  any  delay  arising  out  of  accidents ;  nor  for  any  loss 
or  damage  arising  from  perils  of  the  seas,  or  from  machinery,  boilers,  or 
steam,  or  from  any  act,  neglect,  or  default  whatsoever  of  the  pilot,  master, 
or  mariners ;  nor  from  any  consequences  arising  from  sanitary  regulations 
or  precautions  which  the  Company's  officers  or  local  government  authorities 
may  deem  necessary,  or  should  such  sanitary  regulations  or  precautions  pre- 
vent embarkation  or  disembarkation ;  and  if,  in  consequence  of  such  sani- 
tary regulations  or  precautions,  passengers  should  have  to  be  conveyed  to 
their  destination  by  a  circuitous  route,  or  to  remain  (with  the  consent  of  the 
Company's  officers)  on  board  the  Company's  vessels  beyond  the  time  at 
which,  under  ordinary  circumstances,  they  would  disembark,  the  Company 


162 


HAND-BOOK  OF  THE 


will,  in  lieu  of  additional  passage-money,  etc.,  charge  only  at  the  rate  of  10s. 
per  diem  for  victualing  during  the  extra  time  each  adult  cabin  passenger 
may  have  been  on  board,  and  in  proportion  for  other  classes  of  passengers. 

PASSENGER  FARES,  WHICH  INCLUDE  THE  USE  OF  BEDDING  AND  LINEN,  STEW- 
ARD'S FEES,  AND  ALL  OTHER  CHARGES  EXCEPT  FOR  WINES,  SPIRITS,  MALT 
LIQUORS,  AND  MINERAL  WATERS. 

Atlantic  Voyages  (see  Regulations,  pages  165  and  166). 


OUTWARD. 

FARES   OUT    OR   HOME. 

HOMEWARD. 

Leaves 

Southampton 
each  Month. 

Destination. 

Berths*  in 
after  Cabins 
(except  outside 
Cabins  on  the 
main  Deck) 

DeVforTard 
Cabins. 

Berths  in 
lower  Deck 
forward 
Cabins. 

From  what 
Places. 

Due  at 
Southampton 
each  Month. 

Each  Berth.f 

Each  Berth. 

£    s. 

£    s. 

2d  and  17th 

Antigua 

38  10 

33     0 

Antigua  

14th  and  29th 

2d  and  17th 

Barbadoes... 

38  10 

33    0 

Barbadoes... 

14th  and  29th 

17th 

Blewfields  ... 

44     0 

38  10 

Blewfields  ... 

14th 

2d  and  17th 

Carriacou.... 

38  10 

33     0 

Carriacou.  .  .  . 

14th  and  29th 

2d 

Carthagena.. 

44     0 

38  10 

Carthagena.. 

29th 

2d  and  17th 

Aspinwall  ... 

44     0 

38  10 

Aspinwall.... 

14th  and  29th 

2d  and  17th 

Demerara  ... 

38  10 

33     0 

Demerara.  .  .  . 

14th  and  29th 

2d  and  17th 

Dominica.  .  .  . 

38  10 

33     0 

Dominica  .... 

14th  and  29th 

18  14 

18  14 

Fayal        (if 

touched  at) 

2d  and  17th 

Granada  

38  10 

33    0 

Granada  

14th  and  29th 

17th 

Grey  town.... 

44     0 

38  10 

Grey  town  .... 

14th 

2d  and  17th 

Guadaloupe  . 

38  10 

33    0 

Guadaloupe  . 

14th  and  29th 

2d 

Havana  

44     0 

38  10 

Havana  

29th 

17th 

Honduras.... 

44     0 

38  10 

Honduras.... 

14th 

2d  and  17th 

Jacmel  

38  10 

33     0 

Jacmel  

14th  and  29th 

2d  and  17th 

Jamaica  

38  10 

33     0 

Jamaica  

14th  and  29th 

2d  and  17th 

Martinique  .  . 

38  10 

33    0 

Martinique  .  . 

14th  and  29th 

2d  and  17th 

Porto  Eico  .. 

38  10 

33     0 

Porto  Rico.. 

14th  and  29th 

2d  and  17th 

St.  Kitts  

38  10 

33    0 

St.  Kitts  

14th  and  29th 

2d  and  17th 

St.  Lucia  

38  10 

33    0 

St.  Lucia  

14th  and  29th 

2d  and  17th 

St.  Thomas.. 

38  10 

33     0 

St.  Thomas.. 

14th  and  29th 

2d  and  17th 

St.  Vincent.. 

38  10 

33     0 

St.  Vincent.. 

14th  and  29th 

2d 

Sta.  Martha. 

44    0 

38  10 

Sta.  Martha. 

29th 

2d 

Tampico  

49  10 

44     0 

Tampico  

29th 

2d  and  17th 

Tobago  

38  10 

33     0 

Tobago  

14th  and  29th 

2d  and  17th 

Trinidad  

38  10 

33    0 

Trinidad  

14th  and  29th 

2d 

Vera  Cruz... 

49  10 

44     0 

Vera  Cruz... 

29th 

*  A  whole  after  cabin  secured  for  the  exclusive  use  of  one  passenger  (not  being  an  out- 
side cabin  on  the  main  deck)  is  to  be  charged  as  a  berth  and  a  half,  calculated  at  the  rate 
shown  in  the  column  marked  t  above. 

t  For  an  outside  cabin,  or  for  a  berth  therein  on  the  main  deck  aft,  an  additional  charge 
of  £5  is  to  be  made  to  each  passenger  beyond  the  fares  indicated  respectively  in  the  pre- 
ceding clause  and  in  the  column  marked  t  above. 

In  future,  no  whole  cabins  on  the  main  deck  forward,  or  on  the  lower  deck  forward,  of 
any  of  the  Company's  ship?,  are  to  be  let  as  single  cabins. 

The  above  distinctions  in  accommodation  apply  more  particularly  to  the  Atlantic  voyages 
between  Southampton  and  St.  Thomas,  and  vice  versa,  but  they  will  also  be  adhered  to  as 
far  as  practicable  on  board  the  intercolonial  vessels. 

The  difference  in  the  rates  of  passage-money  shown  above  refers  merely  to  the  sleeping- 
cabins  ;  in  all  other  respects  the  passengers  will  be  precisely  on  the  same  footing. 


PANAMA  RAILROAD.  163 

Return  Tickets. — Return  tickets  issued  to  cabin  passengers  for  Atlantic 
voyages  with  an  abatement  of  25  per  cent,  on  the  passage-money.  Such 
tickets  to  be  paid  for  when  issued,  and  not  to  be  transferable.  To  be  avail- 
able if  the  parties  holding  the  same  embark  on  the  return  voyage  within  six 
calendar  months  (but  in  the  case  of  Colon  [AspinwallJ  within  twelve  calen- 
dar months)  from  the  date  of  their  first  embarkation ;  and  no  allowance  will 
be  made  to  such  parties  if  they  do  not  make  the  return  voyage  by  the  Com- 
pany's vessels.  Should  there  be  no  available  accommodation  in  the  ship  by 
which  the  holder  wishes  to  embark  on  the  return  voyage,  he  will  be  entitled 
to  a  passage  by  the  first  subsequent  opportunity.  In  all  such  cases  certifi- 
cates must  be  obtained  from  the  Company's  agents  or  captains,  specifying 
the  dates  of  application,  and  that  no  accommodation  could  then  be  afforded. 

Children. — Of  the  children  of  cabin  passengers  under  three  years  of  age, 
one  to  be  carried  free  of  charge ;  any  other  under  that  age  to  be  charged  as 
three  years  and  under  eight ;  those  three  years  and  under  eight  years,  to  pay 
one  fourth  the  cabin-passage  rate  paid  by  their  parents,  and  four  such  chil- 
dren to  be  entitled  to  one  berth. 

Passengers  on  Warrant-officers1  Scale. — A  limited  number  of  artisans,  em- 
igrants, etc.,  to  be  victualed  on  the  same  footing  as  the  ship's  warrant-offi- 
cers, and  supplied  with  bunks  and  bedding,  will  be  conveyed,  when  there  is 
room  for  them,  from  Southampton  to  the  West  Indies,  Colon  (Aspinwall),  or 
Mexico  for  £25  each. 

Return  tickets  are  not  to  be  issued  to  passengers  of  this  class. 

Servants. — Passengers'  servants  can  not  be  booked  as  deck  passengers. 

Passengers'  male  servants  to  pay  one  half,  and  female  two  thirds  of  the 
lowest  rates  established  for  adult  saloon  passengers,  and  no  abatement  to  be 
made  on  account  of  age.  Men  servants  will  be  berthed  in  the  fore  part  of 
the  ship ;  women  servants  will  have  beds  made  up  in  the  ladies'  saloon. 

Deck  Passengers  can  only  be  conveyed  intercolonially . — Only  troops,  com- 
mon sailors,  or  laborers  to  be  conveyed  as  deck  passengers ;  to  find  their 
own  provisions  and  bedding,  and  not  admitted  abaft  the  chimney,  and  to  pay 
one  fourth  the  cabin  fare.  Children  of  deck  passengers  to  pay  half  the  deck 
fare,  when  three  years  or  above,  and  not  exceeding  twelve  years  of  age,  and 
when  under  three  years  to  be  taken  free.  N.B. — No  deck  passenger  is  to  be 
booked  for  St.  Thomas. 

Dogs,  Carriages,  Horses,  Cattle,  etc. — Dogs  to  be  charged  at  one  eighth 
the  fare  paid  by  their  owners. 

Carriages,  horses,  live-stock,  etc.  (for  the  shipment  of  which  special  per- 
mission must  be  obtained  from  Captain  W.  Vincent,  the  Company's  super- 
intendent at  Southampton),  will  be  conveyed  only  under  special  form  of 
ticket,  which  provides  for  the  owner's  undertaking  all  risk  of  conveyance 
whatsoever,  as  the  Company  will  not  be  responsible  for  any  injury  or  dam- 
age (however  caused)  occurring  while  on  board  the  Company's  ships,  or  in 
embarkation,  transfer,  or  disembarkation;  and  the  shippers  must  in  all 
cases  provide  food,  boxes,  pens,  or  coops. 

Carriages  measuring  3  tons  or  under,  £12  each. 

Carriages  measuring  above  3  tons,  at  the  rate  of  £4  per  ton  measurement. 

Horses,  colts,  and  heifers,  to  St.  Thomas,  £20  each ;  to  other  West  Indian 
ports,  £25  each.  Rams,  sheep,  and  pigs,  £5  each ;  poultry,  15s.  each. 

IdF"  In  all  cases  where  passengers  are  subject  in  the  ordinary  course  of 
the  mail  service,  as  per  tables,  to  a  detention  of  more  than  four  days,  that 
is,  while  waiting  the  arrival  of  the  vessel  by  which  they  are  to  prosecute 
their  voyage,  they  will  have  to  defray  the  expenses  of  their  victualing  during 
such  period  of  detention. 


164 


HAND-BOOK   OF  THE 


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PANAMA  RAILROAD.  165 

Dogs,  when  conveyed  intercolonially,  to  be  charged  one  eighth  of  the  fare 
paid  by  their  owners. 

Horses,  colts,  and  heifers,  when  conveyed  intercolonially,  to  be  charged 
five  sixths  of  the  saloon  passenger  rate. 

Carriages,  ditto,  measuring  three  tons  or  under,  £9  each.  Ditto,  ditto, 
above  three  tons,  at  the  rate  of  £3  per  ton  measurement. 

Rams,  sheep,  and  pigs,  £3  each.     Poultry,  10s.  each. 

For  Conditions  of  Conveyance,  see  page  161. 

PASSENGER    REGULATIONS,    ETC. 

Each  ship  carries  an  experienced  surgeon. 

No  berth  is  considered  engaged  until  the  whole  fare  is  paid. 

Passengers  not  proceeding  after  taking  their  passage,  to  forfeit  half  the 
passage-money. 

Passengers  are  earnestly  recommended  to  conform  to  established  regula- 
tions as  respects  passports,  etc. 

Passengers  are  not  allowed  to  take  on  board  wines,  spirits,  or  other  liquors 
for  use  during  the  voyage,  an  ample  stock  thereof  being  provided  on  board 
at  moderate  prices. 

There  are  French  and  English  cooks  on  board. 

No  person  can  be  received  on  board  the  Company's  ships  when  suffering 
from  any  infectious  disorder ;  and  if,  in  the  course  of  the  voyage,  any  pas- 
senger should  be  found  to  be  suffering  from  a  disorder  of  that  character,  he 
will  be  required,  at  his  own  expense,  to  find  accommodation  at  any  port  in 
which  the  vessel  may  happen  to  be  at  the  time  of,  or  at  the  first  port  she 
may  reach  after  discovery  of  the  existence  of  the  disorder,  it  being  under- 
stood that,  when  sufficiently  recovered,  such  passenger  will  be  conveyed  to  his 
destination  in  one  of  the  Company's  vessels. 

The  captains  will  be  most  careful  to  avoid  all  personal  preference  or  par- 
tiality in  allotting  accommodation  on  board  the  Company's  ships.  Within 
the  prescribed  limits,  priority  is  always  to  be  given  according  to  the  dates  on 
which  passengers  were  originally  booked  and  the  passage-money  paid.  If 
paid  through  the  Company's  agent,  he  will  be  careful,  when  he  hands  the 
money  to  the  captain,  to  furnish  also  the  date  when  it  is  paid  for  notation 
on  the  passage  ticket. 

The  respective  classes  of  cabin  accommodation  in  the  homeward  steamer 
from  St.  Thomas  will  be  apportioned  as  follows,  viz. :  the  passengers  from 
routes  Nos.  2  and  4,  and  those  booked  at  St.  Thomas,  are  to  be  allowed  pri- 
ority of  berths  on  the  starboard  side,  according  to  the  date  of  their  tickets, 
that  is  to  say,  the  oldest  date  from  No.  2  route  to  have  the  first  allotment, 
the  oldest  date  from  No.  4  route  the  second,  and  the  oldest  date  from  St. 
Thomas  the  third ;  this  plan  to  be  repeated  until  the  whole  of  the  cabin  ac- 
commodation on  that  side  has  been  disposed  of.  The  passengers  from  all 
other  sources  are  to  be  allowed  berths  on  the  port  side  in  the  same  manner. 
Should  there  be  an  excessive  demand  on  the  one  side  and  a  deficiency  on  the 
other,  the  available  berths  are  to  be  allotted  to  passengers  from  each  route 
alternately  according  to  priority  in  date  of  tickets. 

No  passenger  booking  for  a  berth  in  a  cabin  is  to  be  accommodated  in  a 
cabin  by  himself,  so  long  as  he  can  be  placed  in  a  cabin  of  the  same  class  or 
price  with  another  passenger  not  booked  for  a  whole  cabin. 

Transatlantic  passengers  are  always  to  have  priority  of  cabins  over  inter- 
colonial passengers,  whether  previously  booked  or  not.  This  is  not,  how- 
ever, to  extend  to  the  displacing  of  any  intercolonial  passenger  while  any 
other  cabin  berth  of  similar  description  is  vacant. 

Transatlantic  passengers  desiring  it  may,  on  taking  their  tickets,  secure 
to  themselves  the  privilege  of  remaining  at  an  intermediate  port  from  the 


166  HAND-BOOK  OF  THE 

time  of  arrival  at  such  port  till  the  next  steamer  of  the  Company  calls  there, 
viz.,  for  a  fortnight  or  a  month,  as  the  case  may  be,  but  in  such  cases  the 
place  must  be  specified,  and  a  corresponding  notation  made  on  the  ticket, 
upon  the  understanding,  moreover,  that  on  re-embarking  the  passenger  must 
be  content  with  inferior  accommodation  if  there  should  be  none  vacant  simi- 
lar to  that  originally  engaged.  In  the  event  of  there  being  no  room  on 
board  the  vessel  by  which  the  passenger  may  be  entitled  to  proceed,  they 
will  be  allowed  accommodation  by  the  first  subsequent  vessel  able  to  afford  it. 

Homeward  passengers  taking  a  whole  or  single  after  cabin  are  not  to  have 
another  passenger  intruded  upon  them,  unless  the  number  of  passengers 
should  accumulate  by  successive  transhipments  so  as  to  render  it  unavoid- 
ble  to  occupy  the  remaining  berth  or  berths  in  the  cabin,  in  which  case  the 
charge  will  be  only  as  for  one  berth  in  a  cabin  throughout.  Passengers, 
however,  may  secure  to  themselves  the  exclusive  right  to  a  whole  cabin  by 
the  payment  of  £10  extra  at  or  prior  to  their  first  embarking. 

Should  any  homeward-bound  passenger,  upon  subsequent  transhipment, 
fail  to  obtain  accommodation  similar  to  that  for  which  he  originally  paid,  he 
is  to  be  charged  the  inferior  fare  throughout. 

Whenever  there  may  be  more  passengers  than  can  be  accommodated  with 
cabin  berths,  and  who  may,  in  consequence,  be  obliged  to  sleep  in  cots,  or 
otherwise  not  in  any  cabin,  an  abatement  of  £5  from  the  lowest  cabin  rate 
will  be  made  upon  such  occasions,  but  no  passenger  will  be  allowed  this 
abatement  so  long  as  there  is  a  cabin  bed  berth  unoccupied. 

When  passengers  fail  to  obtain  on  board  the  ship  conveying  them  to  En- 
gland the  same  sort  of  accommodation  as  that  for  which  they  originally  paid, 
the  captains  will  furnish  to  each  of  such  persons  a  certificate  specifying  the 
description  of  berth  paid  for  and  the  accommodation  subsequently  afforded 
on  the  voyage  to  Southampton,  which  document  will  entitle  the  respective 
parties,  on  its  production  at  the  Company's  office  in  London,  to  payment 
of  the  abatements.  Certificates  are  likewise  to  be  granted  to  contract  pas- 
sengers when  compelled  to  share  fore  cabin  accommodation  with  others. 

Should  any  outward-bound  passenger  upon  subsequent  transhipment  fail 
to  obtain  accommodation  similar  to  that  for  which  he  originally  paid  (as  this 
can  only  occur  when  the  voyage  is  nearly  finished),  he  is  to  be  allowed  a  de- 
duction of  five  shillings  per  day  for  every  day  he  is  compelled  to  occupy  such 
inferior  accommodation. 

Should  any  outward  or  homeward  bound  passenger  shift  from  the  accom- 
modation for  which  he  was  originally  booked  to  a  berth  for  which  a  higher 
charge  is  established,  or  from  a  berth  in  a  cabin  to  a  whole  cabin,  he  is  to 
be  charged  the  superior  fare  throughout. 

There  is  to  be  no  difference  in  the  fares  between  the  fore,  after,  and  main 
deck  cabins,  nor  between  a  whole  cabin  and  a  berth  in  a  cabin,  so  far  as 
mere  intercolonial  passages  are  concerned ;  the  difference  of  fares  being  only 
intended  to  apply  to  transatlantic  passages  out  and  home. 

Although  ladies  may  have  sleeping  berths  allotted  to  them  in  the  ladies* 
saloon,  yet  it  is  to  be  open  for  the  use  of  all  the  ladies  on  board  between 
9  A.M.  and  9  P.M.  every  day. 

Intercolonial  passengers  must  not  be  booked  farther  than  they  can  be  con- 
veyed by  the  vessel  in  which  they  embark,  or  by  other  vessels,  expected  to 
be  met  with,  to  which  they  can  be  directly  transferred. 

Passengers  intending  to  embark  abroad  will  apply  to  the  agents,  but  the 
passage-money  is  to  be  paid  on  board,  either  by  the  agents  (if  they  have  re- 
ceived it)  or  by  the  passengers  themselves. 

Embarkation  at  Southampton. — The  Company's  steam  tender  will  convey 
passengers  on  board  free  of  charge  at  Southampton,  leaving  the  docks  for 
that  purpose  not  later  than  30  minutes  after  11  A.M.  on  the  day  of  sailing. 


PANAMA  KAILROAD.  167 


Baggage,  except  carpet-bags  and  hat-boxes,  must  be  shipped  the  previous 
day.  No  heavy  baggage  will  be  received  on  board  on  the  day  of  sailing. 

Baggage. — Any  passenger  is  liable  to  a  penalty  of  £100  who  carries  gun- 
powder or  other  goods  of  a  dangerous  nature* (stat.  17  and  18  Vic.,  c.  104) ; 
for  example,  lucifer  matches,  chemicals,  or  any  articles  of  an  inflammable 
or  damaging  nature. 

Baggage  for  shipment  at  Southampton  must  be  addressed  to  the  care  of 
shipping  agents  there,  and,  as  before  stated,  must  be  shipped  the  day  pre- 
vious to  the  ship's  departure. 

Arrangements  have  been  made  by  which  passengers  can  effect  insurance 
on  their  baggage  at  the  Company's  office  in  London. 

Each  adult  saloon  passenger  allowed  to  carry  luggage  free  of  charge  to 
the  extent  of  20  cubic  feet  measurement,  children  and  servants  in  propor- 
tion ;  and  each  adult  passenger  on  the  warrant-officers'  or  artisans'  scale, 
10  cubic  feet.  With  a  view  to  prevent  mistakes  on  landing  or  transhipment, 
passengers  are  strongly  recommended  to  label  each  parcel  of  their  luggage 
with  their  name  and  destination. 

Each  deck  passenger  is  allowed  56  Ibs.  of  baggage. 

All  luggage  will  have  to  pass  through  the  Custom-house  at  the  port  of 
destination. 

All  extra  luggage  to  be  charged  as  for  measurement  goods,  but  without 
primage. 

Merchandise  can  not  be  carried  under  the  name  of  luggage,  but  must  be 
shipped  according  to  the  Company's  regulations  for  cargo,  etc.  Whenever 
an  attempt  may  be  discovered  to  carry  merchandise  as  luggage,  freight  will 
be  charged  at  the  rate  of  4s.  per  cubic  foot.  All  specie,  bullion,  or  other 
treasure  carried  by  passengers,  above  the  value  of  £150,  to  be  shipped  as 
treasure,  and  charged  for  at  the  established  rates  of  freight. 

The  Company  will  not  be  responsible  for  any  loss,  damage,  or  detention 
of  luggage  under  any  circumstances ;  nor  for  specie,  bullion,  jewelry,  or 
other  treasure  belonging  to  passengers,  unless  the  same  be  shipped  as  such 
at  the  established  rates  of  freight. 

Foreign  Currency. — The  Spanish  dollar  is  to  be  taken  every  where  at  the 
rate  of  4s.  2d.  sterling ;  the  doubloon  at  64s. ;  the  American  eagle  and  its 
fractional  parts  at  the  rate  established  by  H.  M.  proclamation,  dated  19th 
of  August,  1853,  viz. :  the  eagle  at  41s.  sterling;  the  half  eagle  at  20s.  60?., 
the  quarter  eagle  at  10s.  3d. ;  and  the  gold  dollar  at  4s.  Id. 

In  foreign  ports  the  fares  specified  in  the  intercolonial  table  are  to  be  paid 
in  silver  dollars,  or  their  equivalent  in  other  current  coin ;  this  rule  applies 
also  to  the  British  colonies,  except  that  notes  of  the  West  India  Colonial 
Bank  are  to  be  taken  as  equivalent.  Gold  or  silver  five-franc  pieces  are  to 
be  received  at  the  rate  of  four  shillings  each  when  tendered  in  payment  of 
passage-money,  but  only  by  persons  embarking  at  or  for  Martinique  or 
Guadaloupe. 

SPECIE,  TREASURE,  CARGO,  AND  PARCELS. 

Outward. 

For  through  rates  to  ports  in  the  Pacific,  see  pages  172,  173. 

Specie  and  treasure  may  be  forwarded  by  the  packets  from  Southampton 
to  any  port  at  which  they  touch  at  the  following  rates,  viz. : 

Quicksilver 2  per  cent,  on  value  from  Southampton. 

Plate 2         "  "  "  " 

Specie,  Jewelry,  and  Precious  >    1         "        from  Southampton,  or  1£  when 

Stones >  received  by  the  Company  in  London. 

Copper  Coin £7  per  ton  from  Southampton, 


168  HAND-BOOK  OF  THE 

For  particulars,  apply  at  55  Moorgate  Street,  or  to  Mr.  W.  Ritchie,  the 
Company's  Cargo  Superintendent,  Southampton. 

When  packages  of  specie  or  treasure  are  sent  to  Southampton,  they  must 
be  forwarded  to  the  care  of  shipping  agents  there. 

No  bills  of  lading  will  be  given  for  less  freight  than  £1  Is. 

Packages  for  Aspinwall  will  not  be  received  when  consigned  "to  order," 
but  a  consignee  must  be  named. 

Outward  Cargo. 

A  limited  quantity  of  goods  can  be  forwarded  by  the  packets  of  the  2d  and 
17th  of  each  month  from  Southampton  to  Barbadoes,  Granada,  Jamaica, 
Demerara,  Trinidad,  St.  Thomas,  Aspinwall ;  by  the  packet  of  the  2d  of 
each  month  to  Carthagena  and  Santa  Martha ;  and  by  that  of  the  17th  to 
Honduras  and  Grey  town. 

For  through  rates  to  ports  in  the  Pacific,  see  pages  170,  171. 

No  package  above  five  hundred  weight  to  be  received,  and  none  to  exceed 
a  cube  of  27  feet,  nor  in  length  4  feet  4  inches. 

Packages  cubing  more  than  4  feet  can  not  be  taken  to  Greytown. 

No  bills  of  lading  will  be  given  for  less  freight  than  £1  Is. 

Packages  for  Aspinwall  will  not  be  received  when  consigned  "to  order," 
but  a  consignee  must  be  named. 

Wine  and  beer  can  be  shipped  at  Southampton  only  by  special  permission 
from  Captain  Vincent,  the  Company's  superintendent  there. 

The  following  are  the  Rates  of  Freight,  which  must  be  prepaid:  By  meas- 
urement, £6  per  ton,  or  3s.  per  cubic  foot,  with  5  per  cent,  primage ;  by 
weight,  £5  per  ton  and  5  per  cent,  primage — the  Company  reserving  the 
right  to  charge  by  measurement  or  by  weight.  Cinnamon,  Id.  per  pound. 

Goods  for  shipment  must  be  addressed  to  the  care  of  agents  at  Southamp- 
ton, and  must  be  there,  at  latest,  at  noon  on  the  last  day  of  each  month  if 
for  shipment  by  the  steamer  of  the  2d,  and  at  noon  on  the  15th  if  for  ship- 
ment by  the  steamer  of  the  17th  of  the  month ;  but  when  the  day  of  depart- 
ure falls  on  a  Monday,  the  latest  period  will  be  one  day  previous  to  the  above 
dates. 

For  particulars,  apply  to  Mr.  W.  Ritchie,  the  Company's  Cargo  Superin- 
tendent, Southampton. 

Outward  Parcels  and  Periodicals  are  received  at  the  Company's  offices  in 
London  and  Southampton  for  transmission  by  the  steamers  of  the  2d  and 
17th  of  each  month,  to  St.  Kitts,  Antigua,  Guadaloupe,  Dominique,  Mar- 
tinique, St.  Lucia,  Tobago,  St. Vincent,  Barbadoes,  Demerara,  Granada,  Trin- 
idad, Jacmel,  Jamaica,  St.  Thomas,  and  Aspinwall ;  by  the  steamer  of  the 
17th  for  Honduras  and  Greytown ;  and  by  the  steamer  of  the  2d  for  Havana, 
Vera  Cruz,  Tarnpico,  Santa  Martha,  and  Carthagena.  The  weight  of  a 
package  or  parcel  for  St.  Kitts,  Antigua,  Guadaloupe,  Dominique,  Martinique, 
St.  Lucia,  Tobago,  and  St.  Vincent,  must  not  exceed  half  a  hundred  weight. 
The  cube  of  a  package  or  parcel  for  Greytown  must  not  exceed  4  feet. 

To  Havana,  Vera  Cruz,  and  Tampico,  parcels  containing  only  samples 
and  periodicals  can  be  conveyed. 

Packages  and  parcels  (not  exceeding  5  cubic  feet)  must  be  delivered  at  the 
London  office  before  noon  upon  the  14th  if  intended  for  transmission  by  the 
steamer  leaving  Southampton  upon  the  17th  of  the  month,  and  before  noon 
upon  the  28th  if  intended  for  shipment  by  the  vessel  leaving  upon  the  2d  of 
the  following  month. 

Periodical  publications,  with  the  covers  open  at  both  ends,  can  be  booked 
at  the  London  office  until  2  o'clock  on  the  day  previous  to  the  sailing  of  the 
packet,  excepting  when  the  day  of  sailing  falls  on  Monday,  in  which  case 
not  later  than  2  o'clock  on  the  previous  Saturday. 


PANAMA  KAILKOAD.  169 


Parcels  and  periodicals,  if  sent  to  the  care  of  an  agent  at  Southampton, 
can  be  received  at  the  Company's  cargo  office  at  that  place  until  10  A.M.  on 
the  day  of  the  departure  of  the  steamers  for  the  West  Indies. 

Rates  (which  must  be  prepaid). 

For  through  rates  to  Panama  and  ports  in  the  South  Pacific,  see  pages 
174,  175. 

The  following  rates  include  all  charges  except  insurance  (which,  however, 
can  be  effected  at  the  Company's  office  in  London),  whether  the  packages  are 
received  at  London  or  Southampton  :  By  measurement,  1  cubic  foot  and  un- 
der, 7s.  Go?,  per  package;  above  1  foot  and  not  exceeding  2,  lls.  Qd. ;  above 
2  feet  and  not  exceeding  3,  15s. ;  above  3  feet,  5s.  per  foot,  up  to  14  feet, 
beyond  which  measurement  no  packages  can  be  received  at  the  parcel  rate. 

Packages  can  not  be  received  at  the  London  office  if  they  exceed  5  cubic 
feet,  but  in  that  case  they  must  be  sent  to  Southampton. 

By  weight,  at  the  rate  of  10s.  per  cwt. 

No  package  weighing  more  than  5  cwt.  can  be  received  at  the  parcel  rate. 

The  Company  reserves  to  itself  the  right  to  charge  by  measurement  or  by 
weight. 

Quarterly  publications  and  pamphlets,  2s.  each ;  monthly  publications,  Is. 
each. 

Each  package  must  be  fully  and  distinctly  addressed,  and  contents  and 
value  declared. 

No  parcels  are  to  contain  letters  or  bills. 

The  Company  will  not  be  responsible  for  the  act  of  God,  the  queen's  ene- 
mies, fire  on  shore  or  afloat,  or  any  other  dangers  and  accidents  of  the  seas, 
rivers,  and  steam  navigation.  All  parcels  must  be  applied  for  to  the  agents 
of  the  Company  at  the  port  of  delivery,  except  those  for  St.  Thomas  and 
Carthagena,  which  must  be  taken  from  alongside  at  consignee's  risk  and  ex- 
pense. At  Martinique,  the  landing  charges  are  to  be  paid  by  the  consignee, 
and  at  Greytown  the  packages  will  be  landed  by  the  Company,  but  at  the 
consignee's  risk.  All  parcels  subject  to  duty  must  be  cleared  from  the  Cus- 
tom-house in  the  usual  manner  by  the  parties  to  whom  they  are  addressed, 
they  paying  all  duties  and  other  expenses  attendant  upon  the  same.  The 
Company  will  not  be  answerable  for  any  package,  in  case  of  loss,  damage,  or 
detention,  beyond  the  value  of  £5,  unless  by  special  agreement. 

REGULATIONS  IN  REGARD  TO  CARGO  AND  PARCELS. 

Packages,  of  whatever  description,  sent  to  Southampton,  must  be  forward- 
ed to  the  care  of  shipping  agents  there  for  delivery  by  them  to  the  Com- 
pany. 

Shippers  are  earnestly  recommended  to  have  their  goods  packed  securely 
in  tin  or  wooden  cases,  to  prevent  the  possibility  of  damage  in  shipment, 
transfer,  or  disembarkation. 

Brown  paper  parcels  will  not  be  received,  and  the  use  of  canvas  wrappers 
is  strongly  recommended  to  shippers  as  a  means  of  security. 

All  deeds  must  be  packed  in  tin  cases. 

The  Company  decline  to  take  on  board  their  vessels  medicinal  fluids,  oil, 
balsam,  sugar,  molasses,  cotton,  spirits,  gunpowder,  vitriol,  tar,  pitch,  tur- 
pentine, acids,  ether,  chloroform,  Lucifer  matches,  percussion  caps,  or  any 
other  articles  of  a  dangerous,  damaging,  or  inflammable  nature.  Any  per- 
son or  persons  forwarding  such  commodities  for  shipment,  without  giving  no- 
tice to  the  Company,  will  be  liable,  by  the  Merchant  Shipping  Act  of  1854, 
to  a  penalty  of  £100. 

Wine  and  beer  can  not  be  shipped  at  Southampton  except  by  special  per- 
mission of  the  Company's  superintendent  there. 

H 


170  HAND-BOOK  OF  THE 

Packages  containing  plants  can  not  be  shipped,  unless  by  special  agree- 
ment exempting  the  Company  from  all  liability  in  the  event  of  damage. 

Double  freight  will  be  imposed  in  all  cases  of  detection,  where  attempts 
may  be  made,  by  smuggling  specie,  etc.,  to  evade  the  Company's  established 
charges. 

No  article  of  any  kind  to  be  received  on  board  without  going  through  the 
established  Customs'  regulations  and  formalities. 

Packages  on  arrival  at  destination  will  be  lodged  in  the  Custom-house, 
whence  they  will  have  to  be  retired  by  the  consignees,  or  by  agents  commis- 
sioned by  them  to  do  so,  at  their  expense. 

All  packages  must  have  the  port  of  destination  distinctly  marked  thereon, 
or  they  can  not  be  received  for  shipment. 

No  package  above  five  hundred  weight  to  be  received,  and  none  to  exceed 
a  cube  of  27  feet,  nor  in  length  4  feet  4  inches. 

Homeward  and  Intercolonial  Freight. 

&T  It  is  to  be  understood  that  all  regulations  or  notices  relating  to  out- 
ward traffic  will  hold  good,  where  applicable,  to  homeward  and  intercolonial 
traffic,  although  they  may  not  be  repeated  under  the  latter  heads. 

Homeward  Specie  and  Treasure  can  be  shipped  at  any  of  the  ports  touched 
at  by  the  Company's  steamers  at  the  following  rates,  viz. : 

Specie,  bullion,  platina,  diamonds,  pearls,  emeralds,  and  all 
other  precious  stones,  unset,  being  exempt  from  duty,  deliv- 
erable at  the  Bank  of  England  or  .Southampton,  and  jewelry 
subject  to  duty  deliverable  at  Southampton  only on  value  1£  per  cent. 

Ditto        ditto,  deliverable  at  the  Branch  Bank  of  France, 

Havre 1&       " 

Specie  or  bullion,  from  Martinique  or  Guadaloupe,  deliverable 

ditto on  value 

Consignments  under  £50  in  value £1     Is. 

"  "    £100         "     £1  10s. 

"  "    £150         "     £2     25. 

"  of  and  above  £150  in  value l^percent. 

Plate,  subject  to  duty,  deliverable  at  Southampton on  value  2         " 

Ditto,  deliverable  at  the  Branch  Bank  of  France,  Havre 2^     " 

Copper  coin,  deliverable  at  Southampton £7  per  ton  weight. 

Copper  ore,  mineral  sand,  etc see  Homeward  Cargo. 

No  primage  is  charged  on  the  foregoing. 

For  rates  on  treasure  from  the  Pacific,  see  pages  172-174. 

No  package  of  specie,  jewelry,  etc.,  to  be  conveyed,  and  no  bills  of  lading 

to  be  granted,  for  less  freight  than  £1  Is.,  or  five  silver  dollars. 

Homeward  Cargo  can  be  shipped  for  Southampton  at  the  following  ports, 
viz. :  Barbadoes,  Jamaica,  St.  Thomas,  Porto  Rico,  Tampico,  Vera  Cruz, 
Havana,  Honduras,  Trinidad,  Carthagena,  Santa  Martha,  Aspinwall,  Grey- 
town,  Demerara,  Granada. 

No  bills  of  lading  granted  for  less  freight  than  £1  Is. 

The  following  are  the  rates  payable  on  delivery  of  the  goods  at  South- 
ampton, viz. : 
Copper  ore,  copper  and  silver  alloy,  cupel  stuff, 

and  mineral  sand £5  per  ton  weight. 

(    \\d.  per  Ib.  or  Is.  9d.  per 
Alpaca  wool \        foot  measurement. 

Ginger £7  per  ton  weight. 

Coifee,  cocoa,  and  arrow-root £5       "  " 


PANAMA  KAILROAD.  171 

India-rubber  in  solid  pieces £5  per  ton  weight. 

Sarsaparilla,  jalap,  and  other  dry  drugs. l£d.  per  Ib. 

Divi  divi Id.        " 

Peruvian  bark Id.        " 

Pimento,  cochineal,  indigo,  gums,  and  beeswax ...  Id.        " 

Plantain  fibre lid.      " 

Pines,  oranges,  or  other  green  fruits  or  plants,  )    £5  per  ton  measurement 
packed  in  hampers,  barrels,  or  boxes $        of  40  cubic  feet. 

Cigars  and  leaf  tobacco £5  per  ditto  ditto. 

Measurement  goods 3s.  6d.  per  cubic  foot. 

Cases  containing  preserved  turtle 2s.  Qd.         "          " 

Turtle,  on  the  quantity  landed  alive  at  Southamp- 
ton ;  but  the  Company  not  liable  for  losses  by 
death  or  disaster £1  5s.  per  cwt. 

Vanilla on  value  H  per  cent. 

11      deliverable  at  Havre "         1&        " 

Cochineal,     "  "         Hd.  per  Ib. 

Five  per  cent,  primage  is  charged  on  all  homeward  freight  except  vanilla. 
Balsam  will  not  be  received  on  board  the  Company's  steamers. 
Homeward  Parcels  and  Periodicals,  including  small  parcels  of  succades, 

arrow-root,  etc.,  will  be  charged  at  the  same  rates  as  outward  parcels,  but 

deliverable  at  Southampton. 
Freight  must  be  prepaid.     For  rates,  etc.,  see  pages  166,  167. 

Intercolonial  Specie,  Cargo,  and  Parcels. 

Specie  can  be  shipped  for  any  port  touched  at  by  the  packets. 

No  package  of  specie  is  to  be  conveyed,  and  no  bills  of  lading  are  to  be 
granted,  for  less  freight  than  five  silver  dollars. 

Freight  on  specie,  jewelry,  pearls,  diamonds,  and  other  precious  stones,  to 
be  prepaid  at  the  port  of  shipment :  Exceeding  2500  miles.  1  per  cent. ;  ex- 
ceeding 1000  miles,  and  not  above  2500  miles,  f  per  cent. ;  not  exceeding 
1000  miles,  i  per  cent. 

The  distance  between  St.  Thomas  or  intermediate  places  and  Demerara  is 
to  be  considered  as  not  exceeding  1000  miles. 

No  sums  under  5000  dollars  are  to  be  conveyed,  however  short  the  dis- 
tance, at  a  lower  rate  than  £  per  cent. ;  but  when  larger  amounts  are  to  be 
remitted  from  one  British  colony  to  another,  or  between  any  places  visited 
by  the  Company's  vessels  eastward  of  Jamaica,  provided,  in  either  case,  the 
distance  is  within  800  miles,  the  rate  will  be  i  per  cent.  The  tables  of  routes 
to  determine  the  distances. 

Copper  coin,  £7  per  ton  weight. 

Intercolonial  Rates  on  Goods  to  be  prepaid  at  Port  oj  Shipment. 
Goods  can  be  forwarded  between  Barbadoes,  St.  Thomas,  Aspinwall,  Dem- 
erara, Jamaica,  Greytown,  Trinidad,  Granada,  Carthagena,  Honduras,  San- 
ta Martha,  and  to  these  places  from  Havana  and  other  foreign  ports ;  but 
cargo  can  not  be  carried  to  foreign  ports,  with  the  before-mentioned  excep- 
tions, except  by  special  permission. 

£3  10s.  per  ton  measurement  of  40  cubic  feet. 
Cocoa  and  coffee,  £3  10.?.  per  ton,  on  the  gross  weight. 
Indigo  and  other  dry  drugs,  cochineal,  Id.  per  Ib. 
Divi  divi,  \d.  per  Ib. 
Beeswax,  f  d.  per  Ib. 

(  From  St.  Thomas  to  Barbadoes,  Trinidad,  )  1  silver  dollar 

\      Demerara,  or  Jamaica {      per  barrel. 

(  From  gt>Thomas  to  Greytown i$  do>  do> 


172  HAND-BOOK   OF   THE 

No  primage  is  charged. 

No  bills  of  lading  for  merchandise  will  be  granted  for  less  freight  than  2| 
silver  dollars. 

Balsam  will  not  be  received  on  board  the  Company's  steamers. 

Intercolonial  Parcels  carried  to  all  the  places  named  under  the  head  of 
"Outward  Parcels,"  to  be  prepaid  at  the  port  of  shipment,  to  be  charged 
one  fifth  less  than  the  transatlantic  scale,  and  to  be  restricted  in  size  and 
weight,  as  indicated  under  that  head  for  different  ports.  See  p.  166,  167. 

Preference  is  always  to  be  given  to  transatlantic  over  intercolonial  cargo. 

ISTHMUS    OF    PANAMA   AND   THE    PACIFIC. 

Trains  now  run  daily  across  the  Isthmus  of  Panama,  thus  affording  an 
easy  means  of  transit  for  passengers,  specie,  goods,  etc. 

Under  arrangement  with  the  Pacific  Steam  Navigation  Company,  whose 
vessels  run  from  Panama  southward,  through  tickets  (comprising  the  privi- 
lege of  stopping  at  an  intermediate  port,  as  stated  in  "General  Passenger 
Eegulations, "  page  165)  can  be  obtained  to  or  from  Southampton  and  ports 
on  the  west  coast  of  South  America,  but  not  including  the  providing  or  ex- 
pense of  the  transit  of  passengers  or  their  luggage  across  the  Isthmus  of  Pana- 
ma. Also,  return  tickets  to  or  from  those  ports  (including  Panama),  with 
an  abatement  of  25  per  cent,  on  the  Eoyal  Mail  Steam  Packet  Company's 
proportion  of  passage-money,  available  for  twelve  months,  under  the  condi- 
tions mentioned  in  page  163. 

Goods,  etc.,  for  San  Francisco  and  Victoria  (British  Columbia). 
The  Eoyal  Mail  Steam  Packet  Company  have  completed  arrangements 
for  granting  through  bills  of  lading  for  measurement  goods,  jewelry,  and 
plate,  shipped  by  their  steamers  leaving  Southampton  on  the  2d  and  17th 
of  each  month,  to  be  delivered  at  San  Francisco  and  Victoria  (British  Co- 
lumbia) at  the  following  rates  of  freight : 


To  be  paid  on  shipment  of  goods, 
etc. : 

Goods :  From  Southampton  to 
Aspinwall,  £6  per  ton  measure- 
ment, with  5  per  cent,  primage. 

Jewelry,  on  value:  From  Lon-  • 
don   to  Aspinwall,   1£  per   cent. ; 
from  Southampton  to  Aspinwall,  1 
per  cent. 

Plate,  on  value :  From  South- 
ampton to  Aspinwall,  2  per  cent. 


"To  be  paid  on  delivery  of  goods, 
etc.,  at  destination. 

Goods :  From  Aspinwall  to  San 
Francisco,  $80  per  ton  measure- 
ment, with  5  per  cent,  primage; 
from  Aspinwall  to  Victoria,  $100 
per  ton  measurement,  with  5  per 
cent,  primage. 

Jewelry,  on  value :  From  Aspin 
wall  to  San  Francisco,  2  per  cent. ; 
from  Aspinwall  to  Victoria,  2£  do. 

Plate,  on  value:  From  Aspinwall 
to  San  Francisco,  4  per  cent. ;  from 


..Aspinwall  to  Victoria,  5  per  cent. 

No  bill  of  lading  will  be  issued  for  less  freight  than  one  guinea  to  Aspin- 
wall. 

Specie,  Goods,  etc. ,  from  England  or  the  West  Indies,  for  Ports  in  the  Pacific 
south  of  Panama,  viz.,  Buenaventura,  Tumaco,  Guayaquil,  Payta,  Lambayeque, 
Huanchaco,  Callao,  Islay,  Arica,  Iquiqe,  Cobija,  Caldera,  Coquimbo,  Valpa- 
raiso. 

Cargo  for  Lambayeque  and  Huanchaco  is  carried  on  to  Callao,  where  it 
is  transhipped  to  the  steamer  proceeding  northward. 

The  Eoyal  Mail  Steam  Packet  Company  have  effected  an  arrangement 
with  the  Panama  Railroad  Company  and  the  Pacific  Steam  Navigation 


PANAMA   RAILROAD.  178 


Company  for  the  delivery  of  treasure,  measurement  goods,  and  quicksilver, 
from  Southampton  and  the  West  Indian  ports  hereafter  specified,*  under 
through  bills  of  lading,  at  ports  in  the  South  Pacific,  and  at  the  respective 
rates  of  freight  under-mentioned,  which  must  be  paid  on  shipment  of  the 
goods,  whether  at  Southampton  or  in  the  West  Indies. 

Measurement  Goods  from  Southampton,  shipped  by  Steamer  of2dand  17  th  of 

each  Month. 
Per  ton  measurement  (with  5  per  cent,  primage)  : 

To  Buenaventura £12  15*. 

To  ports  south  of  Buenaventura,  including  Guayaquil 13    5 

To  Payta ... 13  15 

To  ports  south  of  Pay ta,  including  Call ao 14    5 

To  ports  south  of  Callao,  including  Valparaiso 15    5 

No  bill  of  lading  for  goods  to  any  of  the  above  ports  will  be  granted  for 
less  freight  than  £2  2s. 

From  the  West  Indies,  viz.,  *St.  Thomas,  Havana,  Jamaica,  Barbadoes,  Trin- 
idad, Demerara,  Grey  town,  Carthagena,  and  Santa  Martha. 

To  any  of  the  above-mentioned  Pacific  ports  south  of  Panama,  the  rate  of 
freight  for  measurement  goods  will  be  £2  10s.  per  ton  less  than  from  South- 
ampton to  those  places,  and  no  primage  will  be  charged. 

No  bill  of  lading  for  goods  from  the  West  Indies  to  any  of  the  above  ports 
will  be  granted  for  less  freight  than  £1  11s.  6d. 

Treasure  from  England,  or  the  before-mentioned  West  Indian  ports,  at  a 
uniform  rate,  viz.  :  For  specie  (gold)  and  jewelry,  when  received  in  London, 
2f  per  cent,  on  value. 

No  bill  of  lading  for  gold  or  jewelry  will  be  granted  in  London  for  less 
freight  than  £2  7s.  6d. 

Of  jewelry  only  small  packages  will  be  received  in  London. 

For  specie  (gold)  and  jewelry,  when  received  in  Southampton  or  the  West 
Indies,  2i  per  cent,  on  value. 

No  bill  of  lading  for  gold  or  jewelry  will  be  granted  in  Southampton  or 
the  West  Indies  for  less  freight  than  £2  5s. 

For  specie  (silver),  one  eighth  per  cent,  is  to  be  added  to  the  above  re- 
spective rates  for  gold. 

Quicksilver,  which  must  be  delivered  to  the  Company  at  Southampton  for 
shipment :  To  ports  as  far  as  Callao  inclusive,  5£  per  cent,  on  value ;  to  ports 
beyond  Callao,  5f  per  cent,  on  value. 

No  bill  of  lading  for  quicksilver  will  be  granted  in  Southampton  for  less 
freight  than  £5  5s.  in  the  one  case,  and  £5  15s.  in  the  other. 

Parcels  not  exceeding  three  cubic  feet  in  measurement  will  be  received  at 
the  Company's  offices  in  London  and  Southampton  for  the  ports  above-men- 
tioned at  the  under-mentioned  rates,  which  must  be  paid  on  shipment,  and 
which  include  all  charges  except  insurance  (which,  however,  can  be  effected 
at  the  Company's  office  in  London),  whether  the  packages  are  received  at 
London  or  Southampton :  One  cubic  foot  and  under,  £1 ;  above  1  cubic  foot 
and  not  exceeding  2,  £1  10s. ;  above  2  feet  and  not  exceeding  3,  £2. 

Under  arrangement  between  the  Royal  Mail  Steam  Packet  Company  and 
the  Panama  Railroad  Company,  through  bills  of  lading  are  granted  at  South- 
ampton as  follows :  To  Central  American  (Pacific)  ports,  touched  at  by  the 
steamers  of  the  Panama  Railroad  Company,  viz.,  Punta  Arenas,  Realejo, 
La  Union,  La  Libertad,  Acajulta,  San  Jose  de  Guatemala. 

For  goods,  at  £13  per  ton  measurement  (with  5  per  cent,  primage),  which 
must  be  paid  on  shipment. 


174:  HAND-BOOK  OF  THE 

No  bill  of  lading  will  be  granted  for  less  freight  than  £2  2s. 

There  is  no  through  parcel  or  specie  rate  to  these  ports. 

Through  bills  of  lading  are  also  granted  at  Southampton,  and  in  the  West 
Indies  at  St.  Thomas,  Havana,  Jamaica,  Barbadoes,  Trinidad,  Demerara, 
Greytown,  Carthagena,  and  Santa  Martha,  as  far  as  Panama,  for  specie, 
jewelry,  measurement  goods,  and  quicksilver,  destined  for  Panama  and  the 
North  Pacific,  at  the  following  rates  of  freight,  which  must  be  paid  on  ship- 
ment: 

For  goods,  etc.,  from  Southampton,  £10  per  ton  measurement  (with  5  per 
cent,  primage). 

No  bill  of  lading  will  be  granted  for  less  freight  than  £1  11s.  6d. 

For  goods,  etc.,  from  the  above  West  Indian  ports,  £7  10s.  per  ton  meas- 
urement (without  primage). 

No  bill  of  lading  will  be  granted  for  less  freight  than  £1  Is. 

For  specie  (gold)  and  jewelry,  when  received  in  London,  If  per  cent. 

No  bill  of  lading  will  be  granted  for  less  freight  than  £1  7s.  60?. 

For  specie  (gold)  and  jewelry,  when  received  in  Southampton  or  at  the 
above  West  Indian  ports,  1£  per  cent. 

No  bill  of  lading  will  be  granted  for  less  freight  than  £1  5s. 

For  specie  (silver),  one  eighth  per  cent,  is  to  be  added  to  the  above  re- 
spective rates  for  gold. 

For  quicksilver,  which  must  be  delivered  to  the  Company  at  Southampton 
for  shipment,  3£  per  cent,  on  value. 

No  bill  of  lading  will  be  granted  for  less  freight  than  £3  5s. 

Parcels  for  Panama  not  exceeding  3  cubic  feet  in  measurement  will  be  re- 
ceived at  the  Company's  offices  in  London  and  Southampton  at  the  follow- 
ing rates,  which  must  be  paid  on  shipment,  and  which  include  all  charges 
except  insurance  (whbh,  however,  can  be  effected  at  the  Company's  office 
in  London),  whether  the  packages  are  received  at  London  or  Southampton : 
One  cubic  foot  and  under,  12s. ;  above  1  foot  and  not  exceeding  2,  18s. ; 
above  2  feet  and  nof  exceeding  3,  £1  4s. 

NOTE. — For  farther  information  as  to  when  goods,  etc.,  must  be  ready 
for  shipment,  and  general  regulations  in  regard  to  cargo  and  parcels,  etc., 
see  pages  166,  167,  and  168,  or  apply  to  55  Moorgate  Street,  or  to  Mr.  J.  K. 
Linstead,  the  Company's  Cargo  Superintendent,  Southampton. 

No  package  above  5  cwt.  to  be  received,  and  none  to  exceed  a  cube  of  27 
feet,  nor  in  length  4  feet  4  inches. 

Specie,  etc.,  from  Panama  and  the  South  Pacific. 

The  following  rates  have  been  established  by  the  Royal  Mail  Steam  Packet 
Company,  in  addition  to  the  freight  charged  by  the  Pacific  Steam  Naviga- 
tion Company,  or  other  parties  delivering  treasure  to  the  agent  of  the  Royal 
Mail  Steam  Packet  Company  at  Panama,  for  conveyance  to  the  under-men- 
tioned places,  such  charges  to  include  transport  across  the  Isthmus,  and  all 
other  expenses  thence  to  the  place  of  destination : 

To  Branch  Bank 
of  France,  Havre. 

Specie  and  bullion  from  Panama  to  Southamp- 
ton or  Bank  of  England If  per  cent,  l^percent. 

Pearls,  emeralds,  and  all  other  precious  stones, 
unset  being  exempt  from  duty,  from  Panama 
to  Southampton  or  the  Bank  of  England,  on 
value U  "  2^  " 

Jewelry,  subject  to  duty,  from  Panama  to  South- 
ampton, on  value If  "  Ii9c 


PANAMA  RAILROAD. 


175 


Specie,  bullion,  precious  stones,  etc.,  from  Panama  to  British 

Guiana,  Vera  Cruz,  and  Tampico H  per  cen* 

Dito     ditto    to  St.  Domingo,  Porto  Rico,  St.  Thomas,  Wind- 
ward Islands,  Havana,  Honduras,  and  Jamaica H       " 

Ditto    ditto     to  Carthagena  and  Greytown £       " 

N.B. — The  Pacific  Steam  Navigation  Company's  charge  on  specie,  etc.y 
from  any  port  in  Chili  or  Peru,  etc.,  to  Panama,  for  transfer  to  the  Royal 
Mail  Steam  Packets,  is  ^  per  cent.,  which,  being  added  to  the  rates  from  Pan- 
ama above  stated,  will  make  the  charges  by  through  bill  of  lading, 

To  Southampton  or  the  Bank  of  England 2£  per  cent. 

To  the  Branch  Bank  of  France,  Havre 2^      " 

The  through  charge  on  jewelry,  pearls,  and  all  other  precious  stones  fron? 
the  South  Pacific  ports  is  the  same  as  that  on  specie  and  bullion. 

Double  freight  will  be  imposed  in  all  cases  of  detection  where  attempts 
may  be  made,  by  smuggling,  etc.,  to  evade  the  Company's  established  charges. 

Gold,  etc.,  from  San  Francisco  (California). 

Gold,  etc.,  can  be  shipped  at  San  Francisco,  under  the  through  bills  of 
lading  of  the  United  States  Pacific  Mail  Steam-ship  Company  and  the  Roy- 
al Mail  Steam  Packet  Company,  for  conveyance  to  England,  Havre,  or  the 
West  Indies. 

For  particulars  as  to  through  rates  of  freight,  etc.,  apply  in  San  Francis- 
co to  W.  L.  Booker,  Esq.,  H.B.M.  Consul,  or  at  the  office  of  the  Pacific  Mail 
Steam-ship  Company. 

Goods  from  South  Pacific  Ports  to  Southampton. 

Through  bills  of  lading  are  granted  at  South  Pacific  ports  by  the  Pacific 
Steam  Navigation  Company,  in  conjunction  with  the  Panama  Railroad  Com- 
pany and  the  Royal  Mail  Steam  Packet  Company,  at  the  following  through 
rates  of  freight,  payable  on  delivery  of  the  goods  at  Southampton : 


Description  of  goods,  etc. 

Shipped  at  ports 
between  Payta 
and  Panama, 
including  Payta. 

Shipped  at  ports 
between  Callao 
and  Payta,  in- 
cluding Callao. 

Shipped  at  ports 
between  Valpa- 
raiso and  Callao, 
incl.  Valparaiso. 

Copper  and  tin,  bars  

Per  ton  weight. 
£     s.    d. 
728 
828 
8  16  0 
9160 
900 
15     8  8 
15  16  0 

Per  ton 

measurement. 

11     2  8 
18     9  4 
11  16  0 
13     8  0 

Per  ton  weight. 
£     s.    d 
794 
894 
940 
10    4  0 
965 
15  18  8 
16     8  0 

Per  ton 
measurement. 
11  13  4 
19  10  8 
12     8  0 
14    0  0 

Per  ton  weight. 
£     s.    d. 
7  19  4 
8  19  4 
9  16  0 
10  16  0 
9  16  0 
16     8  8 
17    6  0 

Per  ton 

measurement. 

12     9  4 
21     2  8 
13     6  0 
15     0  0 

Copper  and  tin  ore,  in  bags  
Silver  ore  

Coffee,  cocoa,  and  India-rubber 
Orchilla  

Bark*  

Tobacco  in  leaf.  , 

Whalebone  

Panama  hats  

Sarsaparilla  

General  merchandise   

Primage  at  the  rate  of  5  per  cent,  will  be  charged  in  addition  to  the  above 
rates  of  freight. 

*  Bills  of  lading  will  be  granted  for  bark  to  Havre  at  an  advance  of  a  farthing  per  Ib.  on 
the  above  rates. 


176  HAND-BOOK  OF  THE 

Parcels  from  South  Pacific  ports  to  Southampton  at  the  same  rates  as 
"Outward  Parcels"  to  those  places  (see  pages  173,  174). 

From  Central  American  (Pacific)  Ports  to  Southampton. 

Through  bills  of  lading  are  granted  by  the  Panama  Kailroad  Company,  in 
conjunction  with  the  Royal  Mail  Steam  Packet  Company,  at  the  following 
ports,  touched  at  by  the  Panama  Railroad  Company's  steamers,  namely, 
Punta  Arenas,  Realejo,  La  Union,  La  Libertad,  Acajutla,  San  Jose  de  Gua- 
temala. 

The  through  rates  of  freight  from  the  above  places  to  Southampton  are  as 
under-mentioned,  and  the  freight  is  payable  on  delivery  of  the  goods  at  that 
port: 

On  silver  ore,  £9  per  ton  weight,  with  5  per  cent,  primage. 

On  coffee,  £10  per  ton  weight,  with  5  per  cent,  primage. 

On  cochineal  and  indigo,  2^d.  per  lb.,  with  5  per  cent,  primage. 

Measurement  goods,  7s.  Gd.  per  foot,  with  5  per  cent,  primage. 

Also  on  treasure  (gold  and  silver)  from  the  above  places  to  Southampton 
or  the  Bank  of  England,  London,  2£  per  cent,  on  value,  payable  on  delivery 
of  the  treasure. 

Cochineal  and  indigo,  deliverable  at  Havre,  2-j^d.  per  lb.,  with  5  per  cent, 
primage. 

Balsam  will  not  be  received  on  board  the  Company's  steamers. 

7th.  LIVERPOOL  AND  WEST  INDIA  LINK  OP  SCREW  STEAM-SHIPS  PLYING 
MONTHLY  BETWEEN  LIVERPOOL  AND  ASPINWALL.  OWNER,  MR.  ALFRED 
HOLT,  1  INDIA  BUILDINGS,  LIVERPOOL. 

The  following,  which  are  Clyde  built  iron  vessels,  A  1  at  Lloyd's,  compose 
this  line : 
New  ship  (to  sailJuly,  1862),  Capt.  Middleton,  1005  tons,  120  horsepower. 

"Askalon" "     Kidd 991  "      110     " 

"Talisman" "      Russell 850  "       90     "         " 

"  Plantagenet" '. "     Beard 732  "        80     "         " 

"Saladin" "     Bennett 544  "       60     "         " 

This  line  is  designed  principally  for  the  conveyance  of  bulky  cargo,  and 
aims  more  at  regularity  and  certainty  of  connection  with  steamers  on  the 
Pacific  than  at  high  spded.  The  vessels  call,  on  their  outward  voyages  from 
England,  at  Port  au  Prince,  in  Hayti ;  Kingston,  Jamaica ;  and  Santa  Mar- 
tha, in  New  Granada ;  and  on  the  return  voyages,  at  Carthagena,  Kingston, 
and  Port  au  Prince.  The  day  of  sailing  from  Liverpool  is  the  8th  of  each 
month.  The  voyage  to  Aspinwall,  including  all  stoppages,  is  31  days,  the 
date  of  arrival  at  that  port  being  the  9th ;  the  departure  thence  takes  place 
on  the  17th.  The  transit  is  32  days,  and  the  arrival  in  Liverpool  is  about 
the  19th  of  the  succeeding  month. 

Arrangements  have  been  made  with  the  Panama  Railroad  Company  for  a 
system  of  through  traffic  between  Liverpool  and  the  ports  of  Central  America 
touched  at  by  their  steamers,  and  with  the  Pacific  Steam  Navigation  Com- 
pany for  the  ports  of  South  America ;  also  by  arrangements  with  the  Lon- 
don and  Northwestern  Railway  Company  for  an  extension  of  this  system  to 
London  in  respect  of  those  articles  of  produce  for  which  London  is  the  more 
usual  destination  than  Liverpool. 

Negotiations  are  also  pending  with  the  Pacific  Mail  Steam-ship  Company 
to  include  San  Francisco  and  the  ports  on  the  west  coast  of  Mexico  in  the 
through  system. 


PANAMA  EAILROAD. 


177 


La  Union  and  Reale- 


The  following  tariffs  show  the  freights  : 

FROM  LIVERPOOL  TO 

(  Fine  goods,      £5  15  0  per  ton  of  40  feet. 

Panama 1  Coarse  goods,  £5    50       " 

Punta  Arenas,  Kealejo,  La) 

Union,  La  Libertad,  Aca-  f  Fine  goods,      £7  10  0       " 

jutla,    and   San   Jose   de  j  Coarse  goods,  £7    00       "  " 

Guatemala J 

To  LIVERPOOL  FROM 

f  Indigo  and  cochineal,  4  cents  per  Ib.  net ;  hides, 

„     .      .   .,      \      77  cents  each ;  merchandise  in  cases,  etc.,  85 
San   Jose    Acajutla,  I      centg  per  cubic  footj  and  the  regular  trang_ 

ad"  )      portation  charges  established  by  the  tariff  of 
(     the  railroad. 

Indigo  and  cochineal,  4  cents  per  Ib.  net ;  hides, 
75  cents  each;  merchandise  in  cases,  etc.,  80 
cents  per  cubic  foot,  and  the  regular  trans- 
portation charges  established  by  the  tariff  of 
the  railroad. 

Coffee,  1JI  cents  per  Ib.  ;  hides,  69  cents  each  ; 
merchandise  in  cases,  etc.,  75  cents  per  cubic 
foot,  and  the  transportation  charges  establish- 
[     ed  by  the  tariff  of  the  railroad. 

To  LONDON  FROM 

Any  ports Indigo  and  cochineal......  4f  cents  per.  Ib.  gross 

Punta  Arenas Coffee  in  bags 2|  cents       "         " 

FROM  LIVERPOOL  TO 

Buenaventura,  all  goods . £  9  10  0  per  ton. 

Tumaco,  Esmeraldas,  Manta,  and  Guayaquil,  all  (  £^     Q  ^       u 

goods ) 

Payta £10  10  0       " 

Lambayeque,  Pacasmayo,  Huanchaco,  Santa,  Sa-},...     ~  ~       tt 

manco,  Casma,  Supe,  Huacho,  and  Callao j 

Cerro  Azul,  Pisco,  Chala,  Islay,  Arica,  Pisagua,  j 

Mejillones,  Iquique,  Tocopillo,  Cobija,  Caldera,  I  ^^     Q  Q       « 

Carrizal  bajo,  Huasco,  Coquimbo,  Tongoy,  and  j 

Valparaiso j 

H2 


Punta  Arenas . 


178 


HAND-BOOK  OP  THE 


SOUTH  PACIFIC.  [ 

Per  Ton. 

To  LIVERPOOL  FROM 

£o-i~o  cf«r 

fjpfi 

illfti 

z&tejr 

Callao,  Huacho, 
Supe,  Casma,  Sa- 
manco,  Santa,  Huan- 
chaco,  Pacasmayo, 
and  Cambayeque. 

Hi  . 

Ills 

UW  la 

Iff 

Wt. 
c< 

(( 
II 

Meas. 
Wt. 
« 
(i 
u 
Meas 

Wt. 

a 

it 

Wt,  or 

Meas 

£    s.  d. 
16    1  0 
14    78 
34^ 
7    60 
5  150 

7    08 
8    40 
8  160 
15    50 
16  100 
6  11  4 
11    1  0 
10  104 
12  170 
12  100 
13  15  0 
9    60 
17    28 
9  100 
12  16  0 
14  100 

11  180 

£  s.  d. 
14  170 
13    78 
81J 

6  140 
6  140 

5  150 
7  120 
8    40 
14  150 
16    00 
6    1  4 
10    60 
9  144 
12  120 
11  100 
13    00 
8  140 
15  108 
8  100 
11  180 
13  100 

11    80 

£  s.    d. 
14    1    0 
12  14    4 
2  10i 
660 
660 

5  15    0 
740 
7  16    0 
14    5    0 
15  10    0 
5  14    8 
9  16    0 
938 
12  12    0 
11  10    0 
13    0    0 
860 
14    9    4 
8  10    0 
11    6    0 
13    0    0 

1018    0 

"     other  kinds,  press-packed. 

Tin  bars,  and  tin  and  copper  ore 

Goat  and  deer  skins,  press-packed 
"             "         loose  packed 

Whale  oil,  per  tun  of  252  gallons 

Bark     

Sarsaparilla  

Cotton  press-packed     

Orchilla  

"         ll   loose  bales  

General  merchandise  and  all) 
ffoods  not  enumerated  .  .  . 

PARCELS. 

Under  1  cubic  foot £0  17s.  Or/. 

Over     1  cubic  foot,  and  under  2 £1    5s.  6d. 

Over    2     "    feet,          "         3 £1  Us.  Qd. 

The  above  rates  include  every  charge  on  the  Isthmus  of  Panama,  and  in 
respect  of  those  goods  destined  for  London  every  charge  in  Liverpool  also. 

Freight  to  be  collected  on  the  weights  delivered  or  measurements  taken 
in  Liverpool,  at  the  rate  of  $4  80  to  the  pound  sterling. 

Primage  will  not  be  charged  on  goods  conveyed  under  through  Bill  of 
Lading. 

Agent  in  Aspinwatt — T.  K.  COWAN,  Esq.,  H.  B.  M.  Vice-Consul. 


PANAMA  RAILROAD. 


179 


THE    PANAMA    RAILKOAD    COMPANY'S    LINE    OF    SAILING    VESSELS    BETWEEN 
NEW  YORK  AND  ASPINWALL. 

To  accommodate  shippers  and  facilitate  trade,  especially  with  the  Pacific 
coast,  the  Panama  Railroad  Company  have  established  a  line  of  sailing  ves- 
eels  between  New  York  and  Aspinwall,  composed  of  the  following : 

Bark  Xantha Captain  Chapman 321  tons. 


Magdalena 

Golden  Rule.... 

B   g  Arabella 

Costa  Rica 

E.Drummond.. 
Caroline 


Day 285 

Whiteberry 254 

Lindsley 291 

Peel 260 

Cormay 244 

Porter 220 


These  vessels  are  all  of  the  first  class,  sailing  at  intervals  of  from  a  week 
to  ten  days.  The  average  passage  from  New  York  to  Aspinwall  is  twenty 
days,  and  from  Aspinwall  to  New  York  twenty-five  days. 

The  freight  from  New  York  to  Aspinwall  is  15  cents  per  cubic  foot,  and  5 
per  cent,  primage.  The  freight  from  Aspinwall  to  New  York  is  from  $6  to 
$8  per  ton. 

Whale-oil  will  be  received  and  forwarded  from  Panama  to  New  York  by 
the  road  and  the  Company's  Line  of  Sailing  Vessels,  at  the  rate  of  8  cents 
per  gallon,  if  received  in  the  harbor  alongside  from  ship's  tackles,  and  at  7 
cents  per  gallon  if  received  at  the  pier,  in  full  of  all  expenses,  charging  for 
the  capacity  of  the  cask,  without  allowing  for  wantage. 

Whalebone  will  be  taken  from  ship  at  Panama  through  to  New  York  at 
H  cents  per  Ib. 

By  these  vessels  the  Panama  Railroad  Company  issue  through  bills  of 
lading  to  the  ports  of  South  America  touched  at  by  the  steam-ships  of  the 
Pacific  Steam  Navigation  Company,  at  the  following  rates : 


180 


HAND-BOOK  OF  THE 


General  merchandise,  and  all  goods  embraced  in  first  class 
of  Panama  Railroad  tariff,  per  ton  of  40  cubic  feet,  or 

2240  Ibs.  gross  weight,  at  the  option  of  the  Company $40  00  $50  00 

Beef  and  pork,  per  barrel 5  00  7  00 

<           "        per  half  barrel 275  375 

Flour,  per  barrel 4  00  5  00 

"      per  half  barrel 2  25  2  75 

Biscuit,  per  100  Ibs 2  50  3  50 

Butter,  lard,  hams,  bacon,  cheese,  salt  fish,  tallow,  and  rice, 

per  ton  of  2000  Ibs 30  00  40  00 

Refined  sugar,  per  ton  of  2000  Ibs 40  00  45  00 

Wines  and  other  liquors,  in  boxes  and  barrels,  per  ton  of  40 

cubic  feet 30  00  40  00 

Manufactured  tobacco,  per  ton  of  40  cubic  feet 30  00  40  00 

Cigars,  per  ton  of  40  cubic  feet 35  00  45  00 

Unbleached  domestics,  per  ton  of  40  cubic  feet 25  00  32  00 

Soap,  per  ton  of  2000  Ibs 30  00  40  00 

Candles,  per  ton  of  40  cubic  feet 30  00  40  00 

Carriages  and  furniture,  per  ton  of  40  cubic  feet 30  00  40  00 

Agricultural  implements,  per  ton  of  40  cubic  feet 25  00  35  00 

Pitch,  tar,  and  rosin,  per  barrel 3  00  4  00 

Earthen-ware  and  glass-ware  (coarse),  in  crates  and  boxes, 

per  ton  of  40  cubic  feet 25  00  35  00 

Turpentine  and  oil  in  cases,  per  ton  of  40  cubic  feet 30  00  40  00 

Turpentine  and  oil  in  tins  only,  per  ton  of  40  cubic  feet 35  00  45  00 


All  weights  to  be  the  gross  weight. 

Articles  not  enumerated  to  be  charged  at  rates  assimilating  to  the  above. 

The  Pacific  Steam  Navigation  Company  will  issue  through  bills  of  lading 
for  produce  from  the  above  ports. 

Goods  arriving  at  Aspinwall  by  the  Company's  vessels,  and  consigned  to 
parties  at  Panama,  under  through  bills  of  lading,  will  be  forwarded  to  them 
free  of  charges  and  commissions  by  the  Company  other  than  such  as  are  ex- 
pressed in  the  bills  of  lading. 

Residents  and  agents  at  Panama  can  forward  goods  through  the  commer- 
cial agent  of  the  Company  at  Panama  to  foreign  ports  beyond  Aspinwall,  on 
through  bills  of  lading,  by  the  Company's  line  of  sailing  vessels  to  New  York, 
or  by  any  other  lines  or  vessels  with  which  the  Company  has  made  the  nec- 
essary arrangements. 


PANAMA  RAILROAD. 


181 


of  Through  Freight  from  New  York,  by  the  Company1  s  sailing  Vessels 
to  Aspinwall,  including  Lighterage  in  Panama. 


Dry-goods,  hats,  boots,  shoes,  drugs,  and  other  goods, 
included  in  railroad  tariff  as  first  class,  per  ton  of 
40  feet 

Unbleached  domestics,  per  ton  of  40  feet 

Furniture,  carriages,  agricultural  implements,  wood- 
en-ware, clocks,  etc. ,  per  ton  of  40  feet 

Iron  in  bars,  sheets,  and  bundles,  iron  castings,  nails, 
spikes,  copper,  zinc,  and  lead,  per  ton  of  2000  Ibs. 

Steel  in  bars  and  bundles,  coarse  machinery,  com- 
mon hardware,  earthen-ware,  sugar-mills,  -moulds, 
and  -pans,  shot,  etc.,  per  ton  of  2000  Ibs 

Butter,  cheese,  lard,  fish,  ham,  soap,  and  candles, 
per  ton  of  2000  Ibs 

Refined  sugar,  per  ton  of  40  feet 

Flour  and  rice,  per  barrel 

"•'  "        per  half  barrel 

Wine  in  boxes  and  baskets,  per  ton  of  40  feet 

£<    in  casks,  and  other  liquors,  per  ton  of  40  feet 

Tobacco,  manufactured,  per  ton  of  40  feet 

"        unmanufactured,  per  ton  of  40  feet 

Ship-bread,  crackers,  etc.,  per  ton  of  40  feet 


$40  00  $42  00  $44  00 
36  00 


32  00 
3000 
30  00 

34  00 

35  00 
3000 

4  20 
2  20 
32  00 
35  00 
40  00 
32  00 
28  00 


34  00 
32  00 
32  00 

36  00 

37  00 
32  00 

4  50 
2  35 
34  00 
37  00 
42  00 
34  00 
30  00 


34  00 
34  00 

38  00 

39  00 
34  00 

4  80 
2  50 
36  00 
39  00 
44  00 
36  00 
32  00 


Goods  can  be  shipped  three  times  per  month,  by  steamers  of  the  Atlantic 
and  Pacific  Steam-ship  Company,  to  Aspinwall,  at  an  addition  of  35  cents 
per  foot,  or  $14  per  ton,  to  the  above  rates. 

Hates  of  Return  Freights,  by  the  Company's  sailing  Vessels  from  Aspinwall  to 
New  York,  including  Lighterage  in  Panama. 


To 
Panama. 

Aspin- 
wall. 

New 
York. 

Lumber,  from  La  Union,  per  M.  

$20  00 

tl    Punta  Arenas,  per  M  

18  00 

Cochineal  and  indigo,  from  either  port,  per  Ib.  net. 
Hides,  from  San  Jose,  Acajutla,  and  La  Libertad, 
each  

H 

32 

$0  02| 

47 

$0  03i 
62 

Hides,  from  La  Union  and  Realejo,  each  

30 

45 

60 

n         it     Punta  Arenas  

24 

39 

54 

Coffee,  from  Punta  Arenas  per  Ib  gross  

J 

14 

u 

Deer  and  goat  skins,  from  Punta  Arenas,  per  Ib..-. 
"             «     other  ports,           "    ... 
Cigars,  balsam,  and  first  class  goods,  per  railroad 
tariff,  per  foot  

1 
l* 

50 

H 
2| 

1  00 

2| 
3 

1    16 

i 


No  primage  on  through  rates. 


182  HAND-BOOK  OF  THE 

Steamers  of  the  Pacific  Mexican  Mail  Line,  under  contract  and  concessions  of 
the  Supreme  Mexican  Government,  for  the  conveyance  of  the  Mails  between  the 
Mexican  Ports  of  the  Pacific  Coast  and  San  Francisco,  Upper  California. 

Messrs.  Holladay  &  Flint,  owners.  Offices — No.  407  Washington  Street, 
San  Francisco ;  No.  88  Wall  Street,  New  York. 

Agents. — Guaymas,  John  A  Robinson. 
La  Paz, 

Mazatlan,  Melchers  Bros.  &  Co. 

San  Bias,  A.  E.  Weber. 
Cape  San  Lucas, 

Manzanilla,  Ohlomeyer  &  Koch. 

Acapulco,  D.  B.  Van  Brunt ;  to  which  agents 
and  owners  applications  may  be  made  for  passage  and  freight. 

Steamers  now  in  Service. 

The  Panama,  1087  tons,  Captain  E.  Wakeman. 
"    Republic,    852     "          "       Charles  Wilson. 

Dates  of  Sailing. 

The  Panama  will  sail  from  San  Francisco  on  the  6th  of  each  month. 
"  "  "         "     Mazatlan  on  the  17th  of  each  month. 

If  the  days  of  sailing  should  fall  on  a  Sunday,  it  will  be  changed  to  Monday. 

The  steamer  Panama  will  communicate  with  the  steamer  Republic,  in  the 
port  of  Mazatlan,  on  the  15th  of  each  month,  in  which  port  they  will  tranship 
the  passengers  and. goods  destined  to  other  ports  of  the  coast,  receiving  at  the 
same  time  the  freight  and  passengers  which  the  Republic  may  have  brought 
from  the  ports  of  Acapulco,  Manzanilla,  and  San  Bias. 

The  Republic,  going  up,  will  leave 

Acapulco  the  10th  of  each  month,  in  the  morning. 

Manzanilla  "    12th     "  "          "       afternoon. 

San  Bias  "    14th     "  "          "  " 

Mazatlan  "    18th     "  "          "      morning. 

La  Paz  "   20th     "  "          "      afternoon. 

The  Republic,  going  down,  will  leave 

Guaymas  the  24th  of  each  month,  in  the  afternoon. 

La  Paz  "   26th     "  "          "  « 

Mazatlan  "   29th     "  "          " 

San  Bias  "    30th     "  «          "  " 

Manzanilla  "      1st     " 

Dates  of  Arrival. 

The  Panama  will  arrive  at  Mazatlan  the  15th  of  each  month  ;  at  San  Fran- 
cisco the  26th  of  each  month,  touching  on  each  trip  at  Cape  San  Lucas. 

The  Republic,  going  up,  will  arrive  at 

Manzanilla  the  12th  of  each  month,  in  the  morning. 

San  Bias  "   14th     "  " 

Manzanilla  "   15th     "  " 

La  Paz  "  20th     "  " 

Guaymas  "   22d      "  " 

The  Republic,  going  down,  will  arrive  at 

La  Paz  the  26th  of  each  month,  in  the  morning. 

Mazatlan  "  27th     " 

San  Bias  "   30th     "  " 

Manzanilla  "     1st      " 

Acapulco  "3d      "  "          '        afternoon. 


PANAMA  RAILROAD. 


183 


By  the  foregoing  tables  it  will  be  seen  that  the  passengers  and  cargo 
brought  by  the  Republic,  from  the  ports  of  Acapulco,  Manzanilla,  and  San 
Bias,  destined  for  San  Francisco,  will  at  once  be  transhipped  to  the  Panama, 
which  steamer  will  be  at  Mazatlan.  The  cargo  and  passengers  brought  by 
the  Panama  from  San  Francisco  and  Cape  San  Lucas,  destined  to  the  ports 
of  La  Paz  and  Guaymas,  may  likewise  be  transhipped  ;  while  the  cargo  des- 
tined for  the  lower  ports  will  remain  on  board  the  steamer  Republic  until  her 
return  from  her  trip  to  Guaymas,  and  the  passengers  which  the  Panama  may 
have  brought  from  San  Francisco,  with  the  same  destination  to  the  ports  be- 
low, may  then  continue  their  voyage.  The  passengers  who  embark  at  the 
ports  of  Guaymas  and  La  Paz,  bound  to  San  Francisco,  will  have  to  remain 
in  Mazatlan  until  the  Panama  arrives,  or  may  continue  to  Acapulco,  and 
embark  in  one  of  the  steamers  of  the  (American)'  Pacific  Mail  Steam-ship 
Company,  which  touch  at  said  port  of  Acapulco  on  their  up  and  down  trips, 
the  7th  and  8th  of  each  month. 

This  arrangement  will  allow  that  the  specie  taken  on  the  coast  by  the  Re- 
public may  be  transhipped  in  Acapulco  to  one  of  the  steamers  of  the  (Amer- 
ican) Pacific  Mail  Steam-ship  Company  when  said  specie  is  destined  for  the 
United  States  or  England.  The  funds  destined  for  San  Francisco  will  be 
transhipped  to  the  Panama  in  Mazatlan. 

Scale  of  Passages  and  Freight. 
From  San  Francisco  to  First  Cabin.     Second  Cabin.        Freight. 

Cape  San  Lucas $65  $30              $10^^ 

Guaymas 75  40                 12 

La  Paz 70  35                 10 

Mazatlan 70  35                i' 

San  Bias 75  40                10 

Manzanilla 78  42                20     • 

Acapulco 80  45                20  J 

From  Cape  San  Lucas  to 

Guaymas 45  28 

La  Paz 30  22 

^         Mazatlan 25  16 

San  Bias 35  25 

Manzanilla 45  28 

Acapulco 60  40 

From  Guaymas  to 

La  Paz 35  20 

Mazatlan 40  22 

San  Bias 50  25 

Manzanilla 60  30 

Acapulco 70  35 

From  La  Paz  to 

Mazatlan 25  16 

San  Bias 35  22 

Manzanilla 45  28 

Acapulco 60  30 

From  Mazatlan  to 

SanBlas 25  12 

Manzanilla 40  20 

Acapulco 50  28 

From  San  Bias  to 

Manzanilla 25  12 

Acapulco 40  25 

From  Manzanilla  to 

Acapulco 30  16 


184  HAND-BOOK   OF   THE 

NOTE. — These  prices  of  passage  and  freight  will  be  the  same  in  the  up  and 
down  trips,  except  those  destined  to  San  Francisco,  which  will  pay : 


First    Second 
Cabin.  Cabin. 


From  Acapulco $100     $50  From  La  Paz $90 


Manzanillo 95       45 

San  Bias 90       45 


First    Second 
Cabin.  Cabin. 


Guaymas 100       50 

Cape  San  Lucas 80       40 


"     Mazatlan 90       45 

Children  of  from  8  to  12  years  old,  half  passage. 
Children  of  from  3  to  8  years  old,  quarter  passage. 
No  charge  will  be  made  for  children  under  3  years. 
Servants  half  of  first  cabin  price. 

Freight  of  Specie. 

From  San  Bias  and  Manzanillo  to  San  Francisco,  1%  per  cent. ;  from  the 
remaining  ports  to  San  Francisco,  1  per  cent. ;  and  from  one  to  another  port 
on  the  coast  of  Mexico,  1  per  cent. 

The  specie  to  be  transhipped  by  the  line,  either  in  San  Francisco  or  Aca- 
pulco, destined  for  the  United  States  or  England,  \  per  cent. 

Facilities  for  remitting  Specie  to  the  United  States  and  to  the  Bank  of  England. 

The  owners  of  the  Pacific  Mexican  Mail  line  of  steamers  having  made  the 
necessary  arrangements  with  the  (American)  Pacific  Mail  Steam-ship  Com- 
pany, and  with  the  packets  of  the  Royal  English  Mail,  parties  can  ship  their 
specie  on  board  the  steamers  of  the  Pacific  Mexican  Mail,  and  the  captain  will 
sign  Bills  of  Lading  to  deliver  said  specie  to  the  Bank  of  England,  it  being  for 
account  of  Pacific  Mexican  Mail  to  tranship  them,  either  at  Acapulco  or  at 
San  Francisco,  on  board  one  of  the  steamers  of  the  (American)  Pacific  Mail 
Steam-ship  Company,  which  will  carry  it  to  Panama,  at  which  port  the  agent 
of  the  packets  of  the  Royal  English  Mail  will  receive  it  and  forward  it  to 
England,  via  the  railroad  and  steamers,  without  the  necessity,  on  the  part  of 
the  owner  of  the  specie,  to  employ  any  agent  in  its  transit. 

Terms  of  Freight  of  Specie  delivered  to  the  Bank  of  England. 

To  the  steamers  of  the  Pacific  Mexican  Mail,  £  per  cent,  will  be  paid  for 
freight. 

To  the  steamers  of  the  (American)  Pacific  Mail  Steam-ship  Company,  H 
per  cent,  for  freight,  and  5  per  cent,  primage. 

The  payment  of  the  freight  will  be  made  on  signing  the  Bills  of  Lading. 

On  arrival  at  its  final  destination  If  per  cent,  freight  will  be  paid  to  the 
Royal  English  Mail  Packet  Company. 

The  responsibility  of  each  carrier  ceases  on  making  the  respective  tran- 
shipment. 

It  is  useless  to  enumerate  the  great  advantages  offered  to  the  merchants 
of  the  Pacific  coast  of  Mexico  by  this  combination,  by  which  they  may  cal- 
culate to  certainty  the  day  on  which  they  will  have  their  funds  at  their  dis- 
posal in  the  Bank  of  England,  which  will  leave  Acapulco  the  8th  of  each 
month,  will  be  shipped  at  Aspinwall  or  Colon  the  24th,  will  arrive  in  En- 
gland the  14th  of  the  following  month,  occupying,  in  the  whole  transit,  the 
short  period  (on  an  average)  of  forty-five  days. 

General  Remarks. 

The  Pacific  Mexican  Mail  line  will  not  be  responsible  to  the  passengers  for 
loss  of  time  for  the  delays  occasioned  either  for  the  want  of  connecting  with 
either  of  the  steamers,  or  for  accidents,  or  loss  or  damages  from  the  dangers 
of  the  sea  or  derangement  of  machinery,  etc. 


I 

I 


PANAMA  RAILROAD.  185 

No  berth  is  considered  engaged  until  the  passage  is  paid. 

To  the  passengers  who,  having  taken  their  ticket,  and  from  some  cause 
are  unable  to  make  the  voyage,  no  return  whatever  will  be  made. 

No  passenger  having  a  contagious  disease  will  be  received  on  board,  and 
if  any  such  is  found  on  board  he  will  be  landed  at  the  first  port  at  which  the 
steamer  will  touch,  and  when  well  the  steamer  will  convey  him  to  his  orig- 
inal destination,  without  farther  charge. 

The  captains  will  take  special  care  not  to  show  any  preference  in  the  al- 
lotment of  berths  to  the  passengers,  and,  as  a  general  rule,  they  will  be  guided 
in  the  allotment  by  the  date  on  which  the  tickets  were  taken. 

No  passenger  can  have  pretension  to  an  entire  state-room,  unless  he  has 
paid  the  corresponding  increase  of  one  third  price  of  a  passage. 

The  passengers  who  have  paid  their  passage  from  one  port  to  another  of 
the  line  may  remain  in  the  intermediate  ports,  and  continue  their  voyage 
when  they  please,  within  two  months,  without  any  additional  charge. 

When  the  steamers  are  not  lying  at  a  wharf,  the  passengers  and  their  lug- 
gage must  get  on  board  at  their  own  expense. 

Every  passenger  has  a  right  to  take  his  personal  luggage  free,  but  in  no 
case  can  it  exceed  20  cubic  feet  for  each  adult.  All  luggage  exceeding  this 
amount  will  be  charged  as  goods  on  freight. 

Goods  can  not  be  taken  as  luggage. 

All  cargo  shipped  on  board  of  the  steamers  must  have  marked  upon  each 
parcel  the  port  of  its  destination,  and  the  owners  will  have  to  comply,  in  all 
respects,  both  on  shipping  and  on  landing,  to  the  Mexican  laws  in  that  re- 
spect. 

In  case  the  consignees  should  not  apply  on  board  for  their  goods  with  the 
necessary  promptitude,  the  goods  will  be  landed  and  held  by  the  line  until 
such  time  as  the  expenses  incurred  for  landing,  etc.,  shall  have  been  paid  by 
those  interested. 

The  captains  and  officers  of  the  steamers  of  this  line  will  spare  no  pains  to 
facilitate  the  operations  of  commerce,  and  will  have  the  greatest  care  of  the 
passengers  and  cargo. 

A  mail  agent  of  the  Mexican  Republic  being  on  board  of  the  steamers,  no 
letters  will  be  carried  by  the  steamers  but  such  as  refer  to  the  Bills  of  Lading 
of  the  cargo. 

All  cargo  is  received  and  delivered  alongside  of  the  steamer,  the  convey- 
ance to  and  from  the  shore  being  for  account  of  the  parties  interested. 

The  owners  of  this  line  have  had,  and  still  will  have  to  overcome  numer- 
ous difficulties,  and  to  incur  great  expense  to  sustain  the  communication  by 
steam,  but  they  are  determined  to  fulfill  punctually  the  contract  with  the 
Mexican  government,  and  when  the  necessities  of  the  public  require  an  in- 
crease in  the  number  of  packets,  the  necessary  number  will  be  added  to  those 
now  in  actual  service. 

Line  of  Steamers  between  California  and  Oregon. 

Messrs.  Holladay  &  Flint,  owners.  Offices — No.  107  Washington  Street, 
San  Francisco  ;  No.  88  Wall  Street,  New  York. 

The  Cortes,  1117  tons,  Captain  T.  Huntington. 

"    Sierra  Nevada,  1247    "  " 

"    Columbia,  778    "  "       F.  Conner. 

These  steamers  make  regular  trips  between  the  ports  of  San  Francisco  and 
Portland  (Oregon),  and  Victoria  (V.  I.),  touching  at  the  intermediate  ports. 

Dates  of  Sailing  from  San  Francisco. 

On  the  7th,  17th,  and  27th  of  each  month ;  and  for  the  intermediate  ports, 
the  5th  and  20th  of  each  month. 


Officers  and  Directors  of  the  Panama  Railroad. 

DAVID  HOADLEY,  President. 

JOSEPH  F.  JOY,  Secretary. 

GEORGE  M.  TOTTEN,  Chief  Engineer. 

HENRY  SMITH,  Treasurer. 

WM.  PARKER,  General  Superintendent. 


WILLIAM  H.  ASPINWALL,  HENRY  CHAUNCEY, 

EDWIN  BARTLETT,  WM.  FELLOWES, 

GOUVERNEUR  KEMBLE,  SAMUEL  W.  COMSTOCK, 

WILLIAM  WHITEWRIGHT  JK.,  AUGUST  BELMONT, 

EDWARD  CUNARD,  JOSEPH  W.  ALSOP, 

THEODORE  W.  RILEY,  JOHN  STEWARD, 
DAVID  HOADLEY. 


TOWEK  OF  BAN  JEKOMB,  AT  OLD  PANAMA. 


BEIEF  ACCOUNT 


OF   THE 


REPUBLICS  OF  CENTRAL  AMERICA, 

CONNECTED  WITH  THE  PANAMA  RAILROAD  BY  THE 
STEAMERS  OF  THE  CENTRAL  AMERICAN  LINE. 


THE  course  of  the  Panama  Eailroad  Company's  Central 
American  steamers,  for  their  upward  voyages  from  Pana- 
ma, is  due  south  across  the  Bay  of  Panama  to  Point  Mala, 
its  western  boundary;  from  thence,  following  the  coast-line, 
within  distinct  view  of  the  rugged  mountain  range  which 
bounds  it,  a  northwesterly  course  is  pursued  to  San  Jose  de 
Guatemala,  the  terminus  of  the  route. 

The  1st  port  of  entry  is  Punta  Arenas,  in  the  Republic  of  COSTA  RICA, 
distant  from  Panama  450  miles. 

The  2d  port  of  entry  is  Realejo,  in  the  Republic  of  NICARAGUA,  distant 
from  Panama  692  miles. 

The  3d  port  of  entry  is  La  Union,  in  the  Republic  of  SALVADOR,  distant 
from  Panama  762  miles. 

The  4th  port  of  entry  is  Libertad,  in  the  Republic  of  SALVADOR,  distant 
from  Panama  862  miles. 

The  5th  port  of  entry  is  Acajutla,  in  the  Republic  of  SALVADOR,  distant 
from  Panama  902  miles. 

The  6th  port  of  entry  is  San  Jose  de  Guatemala,  in  the  Republic  of  GUATE- 
MALA, distant  from  Panama  966  miles. 


COSTA  RICA. 

THE  Eepublic  of  Costa  Eica,  lying  between  8°  80'  and 
10°  40'  1ST.  latitude,  and  82°  and  85°  W.  longitude,  has  an 
area  of  about  23,000  sq.  miles.  Population  about  150,000, 


190  REPUBLICS  OF  CENTRAL  AMERICA. 

composed  of  whites  of  Spanish  descent,  Indians,  Negroes, 
and  Mestizoes,  the  latter  estimated  at  about  one  fifth  of  the 
whole.  Costa  Eica  is  politically  divided  into  five  depart- 
ments, viz.,  San  Jose,  Cartago,  Heredia,  Alajuela,  and  Pun- 
ta  Arenas. 

The  prevailing  religion  is  Eoman  Catholic.  There  are 
about  50  churches  in  the  republic.  Protestants  are  pro- 
tected from  molestation  or  annoyance  on  account  of  their 
religion  by  treaties  with  Great  Britain  and  the  United 
States.  Its  educational  facilities  consist  of  a  University, 
with  a  government  endowment  of  $46,310,  besides  one 
fourth  of  the  receipts  of  the  tobacco  monopoly ;  there  are 
also  reported  about  80  primary  schools  in  the  republic. 

The  city  of  San  Jose,  the  capital  of  the  republic,  is  situ- 
ated in  the  department  of  the  same  name,  about  midway 
between  the  Atlantic  and  Pacific  Oceans,  on  a  table-land 
4500  feet  above  their  level.  It  is  regularly  laid  out.  The 
buildings  are  generally  of  one  story,  on  account  of  the 
frequency  of  earthquakes.  The  University  is  located  at 
San  Jose ;  there  are  also  a  government  palace,  a  hospital, 
a  mint,  a  national  bank,  and  several  churches.  The  city  is 
connected  with  Punta  Arenas,  the  sea-port,  by  a  cart-road 
70  miles  in  length.  On  this  road,  five  leagues  from  the 
capital,  is  the  government  custom-house,  at  a  place  called 
Garita  del  Eio  Grande. 

Punta  Arenas,  the  only  available  sea-port  of  the  Eepub- 
lic  of  Costa  Eica,  is  situated  on  a  small  peninsula  in  the 
Gulf  of  Nicoya.  This  peninsula  is  a  low  sandy  point  a 
little  more  than  four  miles  in  length  by  from  one  fourth  to 
a  mile  in  breadth,  its  highest  point  about  16  feet  above  the 
level  of  the  sea.  Upon  this  the  town  is  situated,  and  con- 
tains about  3000  inhabitants,  one  tenth  of  whom  are  Span- 
ish, the  remainder  a  mixed  race  of  Spanish,  Indian,  and 
Negro. 

The  soil  of  Costa  Eica  is  exceedingly  productive.     On 


COSTA  RIGA.  191 

the  "tierras  calientes,"  or  torrid  lands,  which  run  back 
from  the  Pacific  up  to  an  elevation  of  3000  feet,  almost  all 
the  tropical  productions  abound.  Above  these  are  the 
"  tierras  templadas,"  which  are  terraces  making  out  from 
the  main  Cordilleras  (following  very  nearly  the  longitudi- 
nal axis  of  the  state  in  a  northwest  and  southeast  direction), 
and  are  from  3000  to  5000  feet  above  the  level  of  the  sea, 
producing  sugar-cane,  potatoes,  corn,  coffee,  oranges,  etc., 
etc.,  in  great  perfection. 

Still  above  the  tierras  templadas  are  the  tierras  frias,  or 
frigid  lands,  which  are  from  5000  to  6000  feet  above  the 
ocean  level,  among  which  several  volcanoes  shoot  up,  vary- 
ing from  8000  to  11,000  feet  in  height.  The  forests,  which 
extend  over  a  large  portion  of  the  republic,  abound  in  tim- 
ber suitable  for  ship-building ;  also  mahogany,  Brazil,  and 
various  other  valuable  dye-woods. 

The  cultivated  portion  of  Costa  Eica  lies  principally  with- 
in the  valley  of  the  Eio  Grande,  which  flows  down  the  west- 
ern slope  of  the  main  mountain  range  into  the  Gulf  of  Ni- 
coya.  "  Fully  seven  eighths  of  all  the  inhabitants  are  here 
concentrated,  in  a  district  not  exceeding  fifty  miles  in  length 
by  an  average  of  twenty  in  breadth." 

CLIMATE. 

"  The  topographical  features  of  the  country  indicate  the 
variety  of  climate  to  be  found  in  this  state.  In  the  district 
around  the  capital  the  thermometer  generally  ranges  dur- 
ing the  forenoon  from  65°  to  75°  of  Fahrenheit ;  from  noon 
until  3  P.M.,  during  the  hottest  season,  sometimes  as  high 
as  82°  Fahrenheit ;  during  the  night,  at  the  coldest  periods, 
never  below  57°.  Upon  both  the  Atlantic  and  Pacific 
coasts  the  average  mean  temperature  is,  of  course,  much 
higher,  but  on  the  Pacific  the  thermometer  seldom  rises 
above  85°  Fahrenheit.  The  seasons  are  well  defined.  On 
the  Pacific  the  dry  season  lasts  from  November  to  April, 


192  KEPUBLICS  OF  CENTRAL  AMERICA. 

and  the  rainy  from  April  to  November.  On  the  Atlantic 
slope  these  periods  are  nearly  reversed.  Here,  too,  a  much 
larger  amount  of  rain  falls,  and  the  climate  is  hot  and  insa- 
lubrious."* The  Pacific  coast  has,  however,  the  reputation 
of  being  much  more  healthy,  and  the  table-lands  and  up- 
land valleys  are,  for  a  tropical  country,  said  to  be  especial- 
ly salubrious. 

The  mineral  wealth  of  Costa  Eica  is  almost  wholly  un- 
developed. Mines  of  gold,  copper,  iron,  lead,  and  coal  have 
been  discovered,  but  no  intelligent  efforts  have  as  yet  been 
made  to  ascertain  their  value. 

The  commercial  products  of  Costa  Eica  are  coffee,  hides, 
dye-woods,  sarsaparilla,  tortoise-shell,  pearl-shells,  and  ma- 
hogany. The  principal  of  these,  however,  is  coffee,  which 
is  of  very  fine  quality,  and  scarcely  second  to  the  celebrated 
Mocha.  The  cultivation  of -this  great  staple  was  introduced 
in  1829.  By  1845  about  five  millions  of  pounds  were  ex- 
ported; in  1848,  ten  millions;  and  in  1850,  fourteen  millions. 
Up  to  the  year  1856  the  coffee  was  transported  by  a  tedi- 
ous and  expensive  voyage  around  Cape  Horn  to  European 
markets.  Since  the  establishment  of  the  Central  American 
Steam-ship  Line,  in  connection  with  the  Panama  Eailroad, 
much  of  the  coffee-crop  has  been  exported  through  this  di- 
rect channel,  and  not  a  small  portion  has  thereby  found  its 
way  to  the  United  States.  Large  quantities  have  been  sent 
to  Panama  for  reshipment  on  the  Pacific  mail  steamers  for 
the  California  market.  The  impetus  given  by  greatly  in- 
creased facilities  and  increased  demands  have,  notwithstand- 
ing the  disturbed  political  condition  of  the  country,  resulted 
in  a  growing  increase  in  the  number  and  extent  of  the  cof- 
fee estates ;  and  almost  solely  by  means  of  its  coffee  trade, 
from  one  of  the  poorest,  Costa  Eica  has  become,  relatively, 
one  of  the  richest  of  the  Central  American  states.  The 
present  export  of  coffee  from  Costa  Eica  yearly  is  estimated 

*  Squier's  Central  America. 


COSTA  EICA.  193 

at  over  a  million  of  dollars,  and,  with  all  its  other  exports 
combined,  about  $1,350,000.  Its  imports,  which  are  chief- 
ly from  Great  Britain  and  the  United  States,  present  a  total 
of  about  $1,200,000  per  annum.  A  bank  of  discount,  de- 
posit, and  loans  on  real  estate  was  established  at  the  capital 
in  1858,  and  its  notes  are  the  legal  currency  of  the  repub- 
lic. The  specie  currency  is  mostly  made  up  of  Ameri- 
can half  eagles,  British  sovereigns,  and  French  Napoleons : 
the  two  former  have  a  fixed  value  of  $5  25,  the  latter  a 
conventional  one  of  $4  25.  The  silver  currency  of  the 
country  is  the  peso  =  $1,  the  real  =  12f  cents,  -|  and  i 
reals. 

HARBOR  AND  COMMERCIAL  REGULATIONS. 

The  harbor  at  Punta  Arenas  is  separated  into  two  an- 
chorage grounds  by  the  point  of  land  on  which  the  town  is 
located.  That  between  the  town  and  the  main  land  affords 
accommodation  only  to  vessels  under  seven  feet  draught. 
Those  drawing  more  anchor  in  the  outer  harbor,  which 
is  protected  by  two  small  islands  lying  to  the  westward. 
Goods  from  thence  are  brought  by  lighters  to  the  landing- 
place  in  the  inner  harbor,  a  distance  of  about  two  miles,  at 
a  cost  of  about  $1  per  ton. 

Port  Charges  for  both  National  and  Foreign  Vessels. 

No  anchorage  or  tonnage  dues  are  imposed. 

1.  Quarantine  fees,  75  cents  for  each  foot  of  depth. 

2.  Clearance  duty,  $3. 

3.  Hospital  dues,  50  cents  per  head. 

No  fees  are  exacted  for  the  landing  of  passengers  or  their  baggage,  and  a 
free  permit  is  granted  except  when  the  latter  exceeds  2  cwt.,  when  all  above 
that  weight  is  subject  to  inspection. 

All  foreign  merchandise  in  packages,  when  landed,  is  required  to  be  depos- 
ited in  the  public  warehouses  for  the  purpose  of  registry ;  and,  after  being 
duly  entered,  may  again  be  withdrawn,  the  party  interested  presenting  the 
required  certificates.  The  charge  made  for  the  above  is  1  real  (12£  cents)  on 
each  gross  cwt. 

Merchandise  may  be  deposited  on  storage  for  any  length  of  time  on  pay- 

i 


194:  EEPUBLICS  OF  CENTRAL  AMERICA. 

ment  of  £  real  (6£  cents)  per  month  per  cwt. ;  subject,  however,  to  existing 
laws. 

Open  articles  of  merchandise,  such  as  iron  in  bars  and  unpacked  goods, 
are  exempt  from  registry. 

Light-house  dues  are  6i  cents  per  ton. 

Any  vessel,  whether  foreign  or  national,  may  compromise  the  hospital  and 
light-house  dues  for  $25  annually,  paid  in  advance. 

Municipal  and  bridge  tolls  (intended  for  turnpikes),  37i  cents  for  each 
quintal  (of  101  pounds). 

A  fine  of  $25  is  imposed  for  violation  of  any  one  of  the  above  regulations. 

There  is,  besides,  a  heavy  penalty  for  sealing  in  packages  of  powder  or  to- 
bacco in  quantities  over  2  cwt. 

CUSTOM-HOUSE  REGULATIONS  OF  COSTA  RICA  (1857). 

FREE   LIST. 

1st.  All  printed  books  for  instruction  or  entertainment,  if  not  in  opposi- 
tion to  religion  and  morals ;  all  periodicals  and  papers. 

2d.  Foreign  music  and  musical  instruments. 

3d.  Foreign  seeds  and  plants. 

4th.  Gold  and  silver  in  coins  and  dust. 

5th.  All  kinds  of  complete  machines,  and  iron  wheels  with  teeth. 

6th.  Quicksilver,  stone  coal,  pack-thread,  empty  sacks  or  sacking  mate- 
rials. 

7th.  Instruments  of  art  and  science. 

8th.  All  kinds  of  carriages,  coaches,  cars,  etc. 

PROHIBITED  LIST. 

Imports. 

1st.  Tobacco  in  leaf  or  manufactured. 

2d.  All  spirits  of  molasses  or  rum,  such  as  is  manufactured  in  Costa  Rica ; 
nil  books  and  other  things  offending  public  morals ;  eatables  of  spoiled  or 
bad  quality ;  fire-arms  and  munitions  of  war,  if  not  ordered  by  government. 

By  a  decree  bearing  date  September  21st,  1857,  all  foreign  spirits  are 
placed  upon  the  same  footing  as  gunpowder,  rum,  and  tobacco,  which  are 
contraband  except  when  imported  on  account  of  the  government. 

The  authorities  are  required  to  prosecute  and  punish  those  who  sell  liquor 
clandestinely,  and  without  previous  permission. 

The  government  will  cause  to  be  procured,  on  account  of  the  state,  all  the 
various  kinds  of  foreign  spirits  in  common  use,  in  order  that  the  same  may 
be  expended  in  such  public  places  as  shall  be  instituted  for  this  purpose,  and 
the  proprietors  of  hotels  and  restaurants  will  purchase  at  wholesale  in  those 
places  for  the  supply  of  their  establishments. 


COSTA  RIGA. 


195 


Exports. 

Tobacco  in  leaves  or  stems,  unless  by  especial  permit. 

Gold  in  coin  pays  at  exportation  2  per  cent,  ad  valorem ;  in  ingots,  dust, 
r  jewelry,  4  per  cent,  ad  valorem;  silver  in  coin,  8  per  cent,  ad  valorem.* 

Coffee  pays  export  duty  12£  cents  on  101  pounds,  duty  paid  in  3,  6,  or  9 
months,  according  to  amount. 

All  vessels  arriving  at  Punta  Arenas  having  any  prohibited  articles  on 
board  are  required  to  deposit  them  in  a  government  store-house  at  a  cost  of 
$2  per  month  for  each  cwt.  (although  they  may  be  destined  for  other  ports), 
or  to  leave  the  port  within  twelve  hours. 

Coins  and  Weights. 

Coins. — 1  peso  fuerto,  $1 ;   1  real,  12^  cents. 

Weights. — 1  quintal  —  4  arrobas  =  10 1-^^  Ibs. ;  1  arroba  =  25  Ibs.  7  oz. ; 
.  libra  =  l^y^j  lb. ;  1  onza  =  1  oz. 
Measure. — 1  vara,  33^  inches. 

Tariff  on  Articles  received  in  Costa  Rica  from  the  United  States. 


Denomination  of  Merchandise. 
Bread,  ship  

Number,  Weight,  or  Meas- 
ure. 

1.014  lb. 

Rate  of  Duty. 
$0  03 

Brandy  in  bottles 

of  sugar-cane, 

prohibited. 

1.014  gall. 

11 

Candles,  tallow  

1.014  lb. 

02 

"        stearine  

a 

03 

Cider.  

in  bbls.  of  101  Ibs. 

1  00 

Copper,  manufactures  of.  

101  Ibs. 

f  stills)  10  00 

Cotton  goods,  white  

1.014  lb. 

07 

"          "      colored      

a 

08 

Cheese  

a 

04 

Cloths  and  cassimeres,  fine  

n 

25 

Fish  in  oil  

101  Ibs. 

2  00 

Flour  

free. 

Gold  and  silver  coin  

(i 

Glass,  window  

101  Ibs. 

1  50 

not  defined 

Indigo  

1.014  lb. 

03i 

Pork,  salt  

101  Ibs. 

62  % 

Printing-presses  

free. 

Paper,  writing  

101  Ibs. 

3  00 

Rice  

not  defined. 

Soap,  common  

1.014  lb. 

02 

Silk,  raw  

20 

Shoes  calf-skin  for  men      

(i 

25 

'  '      patent-leather  

« 

25 

Sheathing,  metal  

u 

OG 

Spirits  in  casks      

see  Brandy. 

Teas... 

101  Ibs. 

2  00 

*  A  recent  act  is  reported  abolishing  the  export  duties  upon  gold  and  silver  in  coin  or 
bullion,  and  jewels. 


196  KEPUBLICS   OF   CENTRAL   AMERICA. 

Denomination  of  Merchandise.  Number,  Weight,  or  Meas- 

Tobacco,  unmanufactured , 


manufactured . 


Tin,  crude 

Wines  in  casks 

Wood,  manufactured  as  furniture .... 


ure. 


>       prohibited. 


101  Ibs. 


Rate  of  Duty. 


$2  00 
2  00 
5  00 


Price  Current  of  Commodities  exported  to  the  United  States. 


Coffee,  per  cwt.,  $8  to  $10. 
Lumber,  cedar  and  mahogany,  per  M. 

ft.,  $45  to  $50. 
Sarsaparilla,  per  cwt.,  $14. 


Hides,  dry,  per  cwt.,  $6  50  to  $7. 
Turtle-shell,  per  lb.,  $4  50 
Old  copper,  per  cwt.  $15. 


Freight  to  Atlantic  States,  $25  per  ton;  California,  $20;  Lumber  to 
California,  $10  to  $12  per  ton.  Terms:  Cash  on  delivery. 

Rates  of  Wages. 

Clerks,  $500  per  annum;  engineers,  $1000  to  $1500;  wheelwrights,  $5 
per  day ;  carpenters,  $3  50 ;  blacksmiths,  $2  to  $3  per  day ;  seamen,  $25 
per  month. 


NICAEAGUA. 

THE  Eepublic  of  Nicaragua  has  the  states  of  Honduras 
and  Salvador  on  the  north,  and  Costa  Eica  on  the  south, 
the  Pacific  Ocean  on  the  west,  and  the  Caribbean  Sea  on 
the  east,  and  lies  between  83°  20'  and  87°  30'  west  longi- 
tude, and  9°  45'  and  15°  north  latitude,  embracing  an  area 
of  about  48,000  square  miles,  and  is  estimated  to  contain  a 
population  of  300,000  souls  :* 

Whites 30,000 

Negroes 18,000 

Civilized  Indians 96,000 

Mestizoes 156,000 

This  republic,  like  Costa  Eica,  is  divided  administrative- 
ly into  five  departments : 

*  The  last  census,  however,  taken  in  1846,  shows  only  257,000;  but  it  fell 
short  of  the  true  number,  as  the  people  feared  it  a  preliminary  step  to  taxa- 
tion or  conscription. 


NICARAGUA.  197 

Population. 

The  Oriental  (census  of  1846)...... .. 95,000 

"    Occidental 90,000 

"    Meridional 20,000 

"    Septentrional  of  Matagalpa.... 40,000 

"  "  Segovia.. 12,000 

The  prevailing  religion  is  Roman  Catholic,  although  all 
other  religious  denominations  receive  the  protection  of  the 
government. 

The  educational  interests  are  at  a  very  low  ebb.  There 
are  reported  two  universities,  one  of  which  has  a  library 
of  15,000  volumes.  Their  course  of  instruction  is  said  to 
be  extremely  defective.  The  expenses  are  paid  partly  by 
old  endowments,  and  partly  by  a  fee  of  $12  from  each  pupil. 
Besides  the  universities  there  are  sixty  primary  schools, 
with  a  total  of  2800  pupils,  and  five  schools  for  females  in 
ihe  entire  republic. 

Its  chief  city  and  capital  (though  not  invariably  the  seat 
of  government)  is  Leon,  in  the  Occidental  department,  about 
a  day's  journey  from  Kealejo,  the  Pacific  sea-port  of  the  re- 
public. It  was,  under  the  ancient  Spanish  rule,  one  of  the 
finest  cities  of  Central  America,  but  has  greatly  declinedr 
though  many  marks  of  its  former  estate  remain.  It  is  reg- 
ularly laid  out,  the  houses  usually  of  one  story.  The  pub- 
lic edifices  are  numerous  and  imposing:  the  great  Cathe- 
dral of  St.  Peter  covers  an  entire  square,  and  is  said  to  have 
cost  $5,000,000 ;  besides  this  there  are  sixteen  churches, 
two  hospitals,  and  a  University.  Population  about  35,000. 
The  capitals  of  the  different  departments  are, 

Population. 

Rivas,  in  the  Meridional  department  (census  of  1846).. 20,000 

Granada,  in  the  Oriental         " 10,000 

Matagalpa,  in  the  Septentrional  of  Matagalpa 2,000 

Segovia,  in  the  Septentrional  of  Segovia 8,000 

Massagua 15, 000 

Managua 12,000 

Other  considerable  towns     Granada 10,000 

Chinandega 11,000 

Realejo 1,200 


198  REPUBLICS  OF   CENTRAL   AMERICA. 

Realejo,  the  principal  sea-port  town,  is  situated  at  the 
head  of  an  estuary  about  three  miles  from  the  harbor  of 
the  same  name ;  the  low  and  swampy  coast-lands  prevent- 
ed its  establishment  at  a  nearer  point.  It  contains  about 
1200  inhabitants.  The  transportation  between  the  harbor 
and  the  town  is  by  bongoes  and  canoes. 

TOPOGRAPHY,  CLIMATE,  AGRICULTURE,  AND  NATURAL 
PRODUCTIONS. 

The  northeastern  portion  of  the  republic  is  mountainous 
in  its  character,  with  a  climate  of  the  temperate  zone.  It 
abounds  in  mines  of  gold,  silver,  copper,  iron,  and  lead. 
Precious  stones,  such  as  the  opal  and  jasper,  have  been  dis- 
covered ;  also  extensive  beds  of  anthracite  coal.  None  of 
these  deposits  have  yet  been  effectively  worked,  on  account 
of  the  ignorance  and  indolence  of  the  inhabitants.  The 
great  Sierra  Madre  range  (bristling  with  high  volcanic 
peaks,  several  of  which  are  active)  passes  through  the  west- 
ern portion  of  the  republic ;  it  is  broken,  however,  by  a 
broad  valley,  300  miles  in  length  by  150  in  width,  which 
contains  the  Lakes  of  Managua  and  Nicaragua,  the  latter 
well  known  as  traversed  by  the  old  San  Juan  transit-route 
in  former  times.  This  valley  is  made  up  of  fertile  slopes, 
beautiful  and  productive  plains,  well  adapted  to  agricul- 
tural and  grazing  purposes,  and  contains  within  its  limits 
the  chief  cities  and  the  greater  portion  of  the  inhabitants 
of  the  republic.  It  has  a  tropical  climate.  The  seasons 
are  divided  into  the  wet  and  dry,  the  wet  embracing  the 
months  from  May  to  November,  and  the  dry  the  remaining 
part  of  the  year.  The  temperature  is  equable,  seldom  ris- 
ing above  90°,  or  falling  below  74°. 

The  soil  is  admirably  adapted  to  the  growth  of  all  the 
great  staples  of  the  tropics.  Indigo,  sugar,  cacao,  tobacco, 
rice,  coffee,  cotton,  etc.,  may  all  be  successfully  grown,  but 
ignorance,  indolence,  and  political  disturbance  have  so 


SAN  SALVADOE. 


201 


dwarfed  the  agricultural  interests  of  the  republic  that  at 
present  few  articles  are  raised  in  amount  beyond  the  im- 
mediate necessities  of  the  people.  The  chief  exports  are 
indigo,  sugar,  cotton,  hides,  dye-woods,  and  bullion ;  small 
quantities  of  sarsaparilla,  cacao,  ginger,  gum  acacia,  gum 
copal,  and  caoutchouc  are  also  exported.  Crude  sulphur  is 
obtained  in  considerable  quantities  from  the  vicinity  of  the 
volcanoes,  also  nitre  and  sulphate  of  iron ;  but  the  entire 
exports  of  the  republic  do  not  exceed  one  million  of  dollars 
annually. 

The  imports  in  manufactured  goods  and  liquors  amount 
to  about  half  that  sum. 

From  Great  Britain  are  imported  calicoes  and  other  man- 
ufactured cottons,  hardware,  lead,  gunpowder,  etc.,  etc. ;  and 
from  the  United  States,  soap,  candles,  hardware,  brandy,  gun- 
powder, etc. 


I 


SAN  SALVADOR 

THE  Eepublic  of  San  Salvador  has  Guatemala  on  the 
north  and  west,  and  Honduras  on  the  east.  It  is  separated 
from  Nicaragua  on  the  southeast  by  the  Bay  of  Conchagua. 
It  lies  between  13°  and  14°  10'  north  latitude,  and  87°  and 
90°  west  longitude,  embracing  an  area  of  about  9600  square 
miles,  and  is  estimated  to  contain  294,000  inhabitants  — 
Spanish  whites,  Indians,  and  mixed  races.  It  is  divided 
into  eight  departments : 


Departments. 
San  Miguel  

Capitals. 
San  Miguel  .... 

Population. 
80  000 

San  Vicente 

56  000 

La  Paz    

Sacatecoluca 

28  000 

Chalaltenanc^o  

Chalaltenango  ) 

Suchitoto  

Suchitoto          )  " 

75,000 

San  Salvador  

San  Salvador  

80000 

Sonsonate  

Sonsonate    ) 

Santa  Ana... 

Santa  Ana  S  

75,000 

12 


202  REPUBLICS  OF  CENTRAL  AMERICA. 

The  capital  of  the  republic  is  San  Salvador,  situated  about 
twenty-two  miles  from  the  port  of  La  Libertad,  on  the  Pa- 
cific coast.  Formerly  it  contained  about  25,000  inhabit- 
ants, having  eight  or  ten  fine  church  edifices,  a  flourishing 
University,  a  female  seminary,  several  hospitals,  and  the 
buildings  of  the  general  government,  and  was  a  place  of 
considerable  trade ;  but  in  1854  it  was  almost  totally  de- 
stroyed by  an  earthquake,  when  it  was  deserted  by  many 
of  its  inhabitants,  and  the  seat  of  government  transferred  to 
Cojutepeque,  twelve  leagues  distant.  San  Salvador  is  now 
in  process  of  rebuilding,  its  inhabitants  having  mostly  re- 
turned, and  it  promises  speedily  to  regain  its  former  condi- 
tion. 

TOPOGRAPHY. 

San  Salvador  has  a  coast-line  on  the  Pacific  160  miles  in 
length,  along  which,  for  the  most  part,  lies  a  belt  of  low 
alluvial  land,  varying  in  breadth  from  ten  to  twenty  miles ; 
back  of  this  is  a  broad  plateau,  about  2000  feet  above  the 
ocean  level,  and  along  which  numerous  high  volcanic  peaks 
arise.  Farther  beyond  is  a  broad  and  beautiful  valley,  from 
twenty  to  thirty  miles  in  width,  and  over  one  hundred  in 
length,  drained  by  the  Lempa  (a  large  river,  navigable  for 
vessels  of  light  draught  for  upward  of  100  miles,  and  emp- 
tying into  the  Pacific).  The  northern  border  of  the  state 
rises  up  into  a  range  of  mountains,  which  separates  it  from 
Honduras.  In  the  eastern  and  western  portions  are  also 
well-watered  valleys  of  great  beauty  and  considerable  ex- 
tent. 

The  soil  of  the  mountain  slopes,  the  valleys,  and  the 
coast  alluvions  is  fertile  and  productive  in  the  highest  de- 
gree, and  well  adapted  to  the  growth  of  the  tropical  sta- 
ples. Cotton  is  cultivated  to  some  extent  along  the  coast, 
and  with  good  results.  The  chief  productions,  however, 
are  indigo,  sugar,  tobacco,  balsam,  cacao,  maize,  and  fri- 


SAN  SALVADOR.  203 

joles.  The  usual  fruits  of  the  tropical  and  several  of  the 
temperate  zones  are  abundant.  Indigo  is  the  chief  article 
of  export.  Under  the  Spanish  rule  this  product  was  ex- 
ported to  the  amount  of  over  $3,000,000  per  annum,  but 
since  the  independence  of  the  state,  owing  to  intestine  wars 
and  political  disturbances,  but  little  more  than  $1,000,000 
per  annum  has  been  produced.  A  district  along  the  coast, 
between  the  ports  of  La  Libertad  and  Acajutla,  called 
"  Costa  del  Balsimo,"  produces  an  article  known  commer- 
cially as  the  "  balsam  of  Peru."  It  is  collected  solely  by 
the  aboriginal  Indians  who  inhabit  that  district.  About 
20,000  pounds  (valued  at  50  cts.  per  pound)  are  obtained 
for  annual  export. 

The  mineral  productions  of  San  Salvador  are  not  exten- 
sive. It  has,  however,  in  the  northeastern  part  of  the  state, 
valuable  mines  of  silver  and  gold.  Iron  of  a  very  superior 
quality  is  abundant.  Vast  deposits  of  coal  are  also  said  to 
exist  there. 

In  general,  the  inhabitants  of  Salvador  have  more  intel- 
ligence and  industry  than  those  of  the  previously-described 
states  of  Central  America.  Their  government  is  more  lib- 
eral, and  the  rights  of  person  and  property  are  more  re- 
spected, and  the  privileges  extended  to  foreigners  are  great- 
er than  those  above  mentioned.  Under  a  treaty  negotiated 
by  Mr.  Squier,  United  States  minister  to  Salvador  in  1850, 
all  the  rights,  privileges,  and  immunities  of  the  citizens  of 
Salvador  in  commerce,  navigation,  mining,  holding  and 
transferring  property,  are  extended  to  the  citizens  of  the 
United  States  in  that  republic. 

"The  commerce  of  San  Salvador  is  chiefly  carried  on 
through  means  of  fairs  established  by  the  government  in 
the  districts  best  suited  for  the  exhibition  of  the  products 
of  the  state.  The  principal  fairs  are  held  at  Chalaltenango, 
San  Vicente,  and  San  Miguel.  The  two  former  take  place 
on  the  first  of  November  of  each  year ;  the  latter,  called 


204 


KEPUBLICS   OF  CENTRAL  AMERICA. 


'Fair  of  La  Paz/  on  the  21st  of  the  same  month.  It  lasts 
about  two  weeks,  and  is  far  the  most  important  of  any  held 
in  the  country.  It  attracts  buyers  and  sellers  not  only  from 
all  parts  of  Central  America,  but  from  nearly  every  part 
of  the  Pacific  coast,  as  well  as  from  England,  Germany, 
France,  and  the  United  States.  England  sends  calicoes, 
shirtings,  drills,  linens,  hosiery,  cutlery,  iron,  and  steel ; 
France,  silks,  cambrics,  wine,  and  spirits ;  the  United  States, 
coarse  cottons,  sperm-oil,  and  hardware ;  Spain,  paper,  wine, 
oil,  and  spirits ;  Germany,  glass,  hardware,  and  toys ;  Italy, 
oil,  preserves,  and  liquors ;  Chili  and  Peru,  hats,  hammocks, 
pellons,  etc.  About  the  only  product  given  in  exchange 
for  them  is  the  staple  of  the  state,  indigo.  A  second  fair, 
called  '  Ceniza,7  takes  place  in  San  Miguel  about  the  be- 
ginning of  February.  To  both  of  these  fairs  large  num- 
bers of  cattle  are  brought  from  Honduras  and  Nicaragua. 
In  1857  the  number  amounted  to  17,844,  averaging  in 
value  from  $5  to  $8  each."*  The  amount  and  value  of 
the  imports  and  exports  of  the  state  may  be  estimated  from 
the  following  table : 


Years. 
1854  

Imports. 
$1  015,925 

Exports. 
$    786  711 

1855  

698  219 

765  324 

1856  

1  046  720 

1  285  485 

1857... 

860,104 

1,304,102 

TARIFF  REGULATIONS. 

Import  Duties  of  San  Salvador  on  Articles  received  from  the  United  States. 
Rate  of  Duty  24  per  cent,  ad  valorem. 

Denomination  of  Merchandise. 

Bread ,  ship 

Brandy  in  bottles 

"  in  barrels 

Candles,  tallow , 

"  stearine 

Cider  in  bottles , 

Copper,  manufactures  of. 

Cotton  goods,  white 

"  colored , 


Number,  Weight,  or  Meas- 
ure. 

Rate  of  Duty. 

101  Ibs. 

$  3  00 

dozen, 

2  50 

gallon, 

1  00 

prohibited. 

1.014  Ib. 

30 

dozen, 

2  00 

101  Ibs. 

25  to  37  cts. 

yard, 

12 

a 

12 

*  Squier's  Central  America. 


SAN  SALVADOR. 


205 


Denomination  of  Merchandise. 
Cheese                     

Number,  Weight,  or  Meas- 
ure. 
25  Ibs.  7  oz. 

Eate  of  Duty. 

$4  00 

Cloths  and  cassimeres  fine  

yard. 

1  00 

101  Ibs. 

4  00 

Flour                             

barrel 

4  00 

free 

dozen  panes 

38  cts  to  $1 

dozen 

$12  to  $24 

not  defined 

Pork  salt        

101  Ibs 

5  00 

Printing-presses  

free 

ream 

2  00 

Rice  

25  Ibs.  7  oz. 

3  00 

Soap,  common  

101  Ibs. 

8  00 

not  defined. 

dozen, 

$6  to  $18. 

"      natent-leather  ... 

(< 

a 

HARBORS. 

San  Salvador  has  three  ports  of  entry : 

1st.  That  of  La  Union,  at  the  southeastern  extremity  of 
the  state,  in  the  Bay  of  Fonseca.  This  possesses  an  excel- 
lent and  extensive  anchorage-ground,  from  three  to  twelve 
fathoms  deep,  free  from  shoals,  and  nearly  ten  miles  in  di- 
ameter. It  is  surrounded  on  three  sides  by  high  lands,  and 
its  entrance  is  protected  by  a  number  of  islands.  It  is  de- 
cidedly the  best  harbor  in  Central  America.  Its  waters 
abound  in  fine  fish  and  excellent  oysters. 

2d.  La  Libertad,  100  miles  from  La  Union,  is  an  open 
roadstead.  It  is  connected  with  the  city  of  San  Salvador 
by  a  cart-road  26  miles  in  length. 

3d.  Acajutla,  40  miles  from  La  Libertad,  is  also  a  road- 
stead. It  is  protected  from  all  winds  except  from  the 
southwest;  but  there  is  frequently  a  heavy  swell  prevail- 
ing, which  often  renders  the  landing  difficult.  It  is  con- 
nected by  a  good  road  with  Sonsonate  (chief  city  of  one  of 
the  richest  districts  in  the  state),  12  miles  distant. 

COMMERCIAL  REGULATIONS. 

All  vessels  of  the  United  States,  no  matter  whence  they 
may  have  come  or  how  laden,  are  to  be  treated  in  all  the 


206  REPUBLICS   OF  CENTRAL  AMERICA. 

ports  of  San  Salvador,  as  to  all  duties  of  tonnage,  light- 
house, or  any  other  charges  of  whatsoever  denomination  or 
character,  as  national  vessels.  From  this  equality  the  coast- 
ing-trade is  excepted,  which  is  reserved  to  the  national 
flag;  but  should  any  favors  of  navigation  be  hereafter 
granted  to  any  other  foreign  nation,  it  will  immediately 
apply  to  the  United  States. 

Imports  into  San  Salvador  in  vessels  of  the  United  States, 
no  matter  whence  imported  or  of  what  origin,  to  be  sub- 
ject to  the  same  duties,  charges,  and  fees  of  every  descrip- 
tion as  similar  imports  in  vessels  of  San  Salvador ;  and  if 
these  imports  consist  of  articles  the  growth,  produce,  or 
manufacture  of  the  United  States,  to  be  subject  to  no  high- 
er or  other  duties  than  other  similar  imports  the  growth, 
produce,  or  manufacture  of  any  other  foreign  nation. 

POET  CHARGES. 

All  sea-going  vessels,  without  distinction  of  burden  or 
flag,  pay  $17,  in  full  of  tonnage  and  other  port  dues. 
There  are  no  pilots. 


GUATEMALA. 

THE  State  of  Guatemala,  lying  between  latitude  14°  and 
18°  north,  and  longitude  89°  and  93°  west,  is  bounded  north 
by  the  Mexican  provinces  of  Tobasco,  Chiapas,  and  Yuca- 
tan, east  by  the  British  establishment  of  Honduras,  south 
by  the  states  of  Honduras  and  Salvador,  and  west  by  the 
Pacific  Ocean,  and  embraces  an  area  of  43,380  square  miles. 
It  is  estimated  to  contain  about  907,500  inhabitants,  made 
up  of  between  7000  and  8000  whites  (principally  of  Spanish 
descent),  150,000  Ladinos,  or  mixed  bloods,  and  750,000 
Indians. 

The  Pacific  coast-line  of  Guatemala  is  about  250  miles  in 


GUATEMALA.  207 

length,  trending  northwest,  and  is  bordered  by  a  strip  of  al- 
luvial land  from  twenty  to  thirty  miles  in  width,  broken, 
however,  by  occasional  spurs  from  the  coast-range  of  mount- 
ains by  which  it  is  bounded,  and  which,  spreading  out  into 
broad  table-lands,  form  the  greater  portion  of  the  surface 
of  the  state.  These  great  plateaux  in  the  southern  part 
have  an  elevation  of  from  2000  to  5000  feet,  gradually  at- 
taining a  still  greater  height  toward  the  northeastern  part, 
where  they  are 'more  than  8000  feet  above  the  ocean  level. 
They  are  frequently  separated  by  deeply-cut  and  extensive 
valleys  of  great  fertility.  Toward  the  eastern  boundary 
they  subside  into  the  low  lands  bordering  the  coast  of  the 
Bay  of  Honduras.  Along  the  Pacific  several  volcanic  peaks 
arise,  the  highest  of  which  is  more  than  14,000  feet  above 
the  level  of  the  sea. 

There  are  several  lakes  in  the  interior,  the  largest  of 
which,  that  of  Atitlan,  in  the  department  of  Solola,  is  said 
to  be  thirty  miles  in  length  by  ten  or  fifteen  in  breadth, 
and  no  less  than  1800  feet  in  depth. 

There  are  also  numerous  rivers  in  the  state.  These,  for 
the  most  part,  flow  into  the  Bay  of  Honduras  or  the  Gulf 
of  Mexico.  The  rivers  emptying  into  the  Pacific  are  small 
and  few.  None  have  much  importance  in  a  commercial 
point  of  view. 

CLIMATE. 

The  climate  of  Guatemala  varies  greatly  with  its  vary- 
ing elevations,  from  the  tropical  heat  of  the  coast-lands  and 
lower  valleys,  through  the  intermediate  spring-like  temper- 
ature of  the  interior  plateaux  and  higher  valleys,  to  the  cold 
and  sometimes  almost  wintry  climate  of  the  most  elevated 
table-lands  and  mountains.  The  plateau  on  which  the  cap- 
ital is  situated  is  in  the  interior,  about  90  miles  from  the 
Pacific  coast.  There  the  average  maximum  temperature 
throughout  the  year  is  88.7°  Fahrenheit,  and  the  average 


208  REPUBLICS   OF   CENTRAL   AMERICA. 

minimum  is  38.9°.  The  average  mean  is  65°.  The  aver- 
age temperature  of  the  coast-lands  is  probably  between  80° 
and  85°  Fahr.,  but  data  do  not  exist  for  exact  calculation 
of  this.  On  the  highest  table-lands  and  mountains  in  the 
northeastern  part,  ice  and  snow  are  not  uncommon  in  cer- 
tain seasons  of  the  year.  Here  the  productions  of  the  tem- 
perate zones  abound.  Wheat  of  a  superior  quality  is  pro- 
duced, and  sheep  are  raised  extensively.  The  wool-crop 
for  1857  was  1,500,000  pounds,  but,  from  tne  lack  of  roads, 
the  expense  of  getting  these  products  to  market  bars  their 
being  raised  for  exportation.  Cattle-raising  is  also  carried 
on  to  a  considerable  extent.  On  the  lower  plateaus  and 
valleys  coffee,  cochineal,  tobacco,  sugar-cane,  and  indigo 
are  luxuriantly  grown,  also  the  vegetables  and  fruits  of 
both  tropical  and  temperate  zones.  On  the  low  coast-lands 
cotton  and  rice  flourish.  The  chief  staple  production  of  the 
state  is  the  cochineal  insect.  The  yearly  produce  of  this 
is  variable,  on  account  of  various  contingencies  to  which  it 
is  subject.  The  crop  in  1849  was  1,469,100  Ibs. ;  in  1851, 
1,231,610  Ibs. ;  in  1852,  567,000  Ibs. ;  in  1853,  312,700  Ibs. ; 
in  1854,  1,757,300  Ibs. ;  in  1855,  1,204,510  Ibs.  It  is  nev- 
ertheless abundantly  profitable,  as  its  cultivators  aver  that 
if  one  crop  is  successfully  gathered  out  of  three  raised,  the 
receipts  from  its  sale  repay  for  the  entire  labor  and  capital 
expended  on  the  whole.  Cacao,  silk,  dye-woods,  balsam, 
various  gums,  and  many  other  minor  articles,  are  produced 
to  some  extent. 

The  mineral  productions  of  Guatemala  are  not  extensive. 
Deposits  of  gold,  silver,  copper,  lead,  and  iron  exist.  Some 
have  been  worked  with  considerable  profit,  but  the  mining 
interest  is  greatly  neglected. 

The  seasons  are  divided  into  the  wet  and  dry,  the  former 
commencing  at  about  the  middle  of  May,  and  continuing 
until  the  middle  or  end  of  October ;  the  dry  season  then 
sets  in,  and  lasts  for  the  remainder  of  the  year. 


GUATEMALA.  209 


POLITICAL  DIVISIONS. 

Guatemala  is  divided  into  seven  departments,  those  of 
Guatemala,  Solola,  and  Quezaltenango  extending  along  the 
Pacific  coast ;  Sacatepequez  and  Totonieapam  in  the  inte- 
rior ;  Vera  Paz,  the  largest  of  all,  in  the  northern  part ;  and 
Chiquimula  in  the  eastern.  The  chief  towns  are : 

In  the  Department  of  Guatemala — Guatemala  City;  Escuintla,  popula- 
tion 6000 ;  Amatitlan,  population  15,000 ;  and  Jalpatagua. 

In  the  Department  of  Solola — Solola ;  Atitlan ;  Masatenango. 

In  the  Department  of  Quezaltenango — Quezaltenango,  population  25,000 ; 
San  Marcos ;  Tejutla ;  Tapachula. 

In  the  Department  of  Sacatepequez — Old  Guatemala  (or  Antigua),  popu- 
lation 20,000;  Chimaltenango ;  Patsun, 

In  the  Department  of  Totonicapam — Totonicapam,  population  15,000 ; 
Momostenango ;  Gueguetenango ;  Jacaltenango. 

In  the  Department  of  Vera  Paz — Salama ;  Rabinal ;  Copan,  population 
14,000;  Cajabon,  population  4000. 

In  the  Department  of  Chiquimula — Chiquimula,  population  6000 ;  Za- 
capa,  population  5000 ;  Gualan,  population  4000 ;  Casaguastlan ;  Esquipu- 
las,  population  1800;  besides  many  other  large  towns. 

Guatemala  City,  the  capital  of  the  state,  is  90  miles  dis- 
tant from  San  Jose,  the  sea-port  of  the  Pacific  coast,  and 
220  from  Izabal,  on  the  Atlantic,  and  has  a  population  of 
about  40,000.  It  is  beautifully  situated  on  a  broad  table- 
land 4372  feet  above  the  ocean  level.  The  volcanoes  of 
Agua  and  Fuego,  12,000  and  14,000  feet  in  height,  tower  up 
on  the  northern  side  40  miles  distant ;  the  other  sides  pre- 
sent low  mountains  and  hills  in  beautiful  variety.  The 
climate  is  one  of  perpetual  spring,  the  thermometer  aver- 
aging 65°  Fahrenheit,  and  perfectly  salubrious.  It  is  reg- 
ularly laid  out  in  a  quadrilateral  form,  with  its  sides  facing 
the  cardinal  points ;  the  streets  are  forty  feet  broad,  cross- 
ing each  other  at  right  angles.  The  main  plaza  is  150 
yards  square,  the  east  side  occupied  by  the  Cathedral,  the 
palace  of  the  archbishop,  and  other  buildings  of  the  Church 
authorities;  on  the  west  is  the  government  house,  offices, 


210  REPUBLICS  OF  CENTRAL  AMERICA. 

etc.,  of  the  government  officials ;  on  the  north,  the  cabildo, 
or  town-hall,  prison,  etc. ;  and  on  the  south  a  range  of  stores 
of  various  kinds.  In  the  middle  of  the  square  is  a  fountain, 
elaborately  and  artistically  sculptured  of  gray  stone,  fur- 
nishing an  abundant  supply  of  water ;  besides  this,  in  each 
of  the  seven  or  eight  lesser  squares  are  fountains  well  sup- 
plied with  water,  which  is  brought  to  the  city  by  two 
aqueducts  a  distance  of  five  and  six  miles.  The  dwellings 
are  all  of  one  story.  There  are  twenty-six  churches,  some 
of  large  size,  with  elegantly  ornamented  interiors ;  to  sev- 
eral are  attached  monasteries  and  convents ;  a  University, 
two  colleges,  one  public  ^nd  several  private  elemental 
schools,  three  hospitals,  one  alms-house,  two  theatres  (one 
of  which,  just  finished,  is  a  large  and  elaborate  Corinthian 
building,  said  to  have  cost  $200,000),  and  a  large  amphi- 
theatre for  bull-fights. 

CHARACTER  OF  THE  INHABITANTS. 

The  Indians  are  the  cultivators  of  the  lands,  and  are,  in 
general,  industrious  and  peaceable;  some  are  owners  of 
estates,  but  the  landholders  are  principally  whites.  The 
mixed  bloods  are  mostly  mechanics  and  petty  traders.  As 
a  people  the  Gruatemaltecos  are  courteous,  affable,  and  hos- 
pitable to  strangers. 

The  prevailing  religion  is  the  Eoman  Catholic,  and  there 
are  few  countries  in  the  world  where  the  exercises  and  cer- 
emonials of  that  Church  are  more  universally  and  elabo- 
rately practiced. 

THE  PORTS  OF  GUATEMALA. 

The  commerce  of  Guatemala  previous  to  the  establish- 
ment of  the  Panama  Eailroad  Company's  line  of  steamers 
on  the  Pacific  coast  of  Central  America  was  almost  entire- 
ly carried  on  through  the  port  of  Izabal,  on  the  Atlantic. 
This  port  is  inaccessible  except  to  vessels  of  very  light 


GUATEMALA.  211 

draught.  It  is  over  200  miles  from  the  capital  (surround- 
ing and  to  the  westward  of  which  the  great  proportion  of 
the  staples  of  the  country  are  principally  produced),  and  is 
reached  by  mule-paths,  through  a  mountainous  and  unin- 
habited region,  with  great  labor  and  expense.  It  is  now, 
however,  rapidly  losing  its  importance,  on  account  of  the 
more  accessible  port  of  San  Jose,  on  the  Pacific,  through 
which  much  of  the  commerce  of  the  state  is  already  carried 
on.  San  Jose  lies  in  latitude  13°  56'  north,  and  longitude  90° 
42'  west.  It  is  an  open  roadstead.  The  coast  is  very  clear, 
running  east  and  west.  The  anchorage  is  about  three  quar- 
ters of  a  mile  from  shore,  in  eleven  to  fifteen  fathoms  of 
water.  The  swell  breaks  very  heavily  upon  the  shore,  and 
out  as  far  as  forty  or  fifty  fathoms,  making  it  necessary  to 
use  a  girt-line  for  landing  and  leaving.  The  currents  are 
very  strong,  and  vary  with  each  change  of  the  moon,  the 
variations  sometimes  taking  place  within  the  short  period 
of  six  hours.  From  November  to  February  the  landing  is 
easy.  In  March  the  ebb  and  flow  of  the  tide  extends  from 
90  to  100  yards,  and  at  the  flood  tide  the  surf  is  so  heavy 
as  to  dash  up  the  beach  a  distance  of  100  to  120  yards; 
after  March  the  sea  is  again  calm  until  July,  and  from  July 
to  December  it  is  again  rough,  and  the  landing  difficult. 
An  iron  screw-piled  pier  is  now,  however,  in  process  of  con- 
struction at  this  place  by  the  government  of  Guatemala  (if 
it  is  not  already  finished),  which  will  extend  from  the  shore 
to  a  point  beyond  the  breakers,  thus  enabling  the  transpor- 
tation between  ship  and  shore  to  be  performed  at  every 
season  of  the  year  with  facility  and  safety. 

The  town  of  San  Jose  has  a  population  of  between  two 
and  three  hundred.  Supplies  for  vessels  are,  however,  pro- 
cured with  much  difficulty  here,  unless  provision  be  pre- 
viously made  to  obtain  them  from  Escuintla,  a  town  forty 
miles  distant,  on  the  road  to  the  capital.  There  are  no 
means  at  this  port  for  refitting  or  repairing  vessels  at  pres- 


212  REPUBLICS   OF   CENTRAL   AMERICA. 

ent.  The  modes  of  conveyance  from  the  port  of  San  Jos£ 
to  the  interior  are  by  mules  and  stages,  and  the  arrange- 
ments are  convenient  and  ample.  Diligences  for  the  trans- 
portation of  passengers  are  in  waiting  on  the  arrival  of  the 
Panama  Eailroad  Company's  steamers  for  conveyance  to 
the  capital,  90  miles  distant,  and  the  intermediate  points, 
and  the  roads  throughout  the  dry  season  are  excellent.  In 
the  wet  season  the  journey  from  San  Jose  to  Escuintla  is 
performed  on  mules,  owing  to  the  deep  mud  on  the  low 
land  to  that  place ;  from  thence  to  Guatemala  City  the  dil- 
igence is  in  operation  throughout  the  year. 

A  small  trade  is  carried  on  through  the  minor  ports  of 
Santa  Tomas  on  the  Atlantic  and  San  Luis  on  the  Pacific. 

HARBOR  REGULATIONS. 

"  Every  vessel  which  shall  anchor  in  the  ports  of  this  re- 
public, no  matter  whence  it  may  come,  shall  pay  a  tonnage 
duty  of  two  reals  (25  cents)  for  each  ton  of  measurement. 
This  measurement  shall  be  ascertained  from  the  register, 
the  certificate  of  nationality,  the  patent  or  clearance  under 
which  it  sails.'7 

"Shall  be  free  of  tonnage  duty:  1st.  Small  vessels  engaged 
in  transporting  merchandise  from  one  port  to  another  of 
the  republic ;  2d.  Vessels  which  shall  anchor  in  ballast  to 
take  in  water,  provisions,  or  fruits  of  the  country,  provided 
they  discharge  no  cargoes ;  3d.  Vessels  of  war,  and  regular 
mail  or  steam  packets,  provided  they  do  not  discharge  mer- 
chandise over  twenty  tons;  4th.  Merchant  vessels  which, 
exceeding  150  tons  measurement,  discharge  not  exceeding 
twenty  tons  of  merchandise ;  5th.  Vessels  which  receive  on 
board  for  exportation  produce  of  the  country,  excepting 
cochineal.'1''  Cochineal  pays  an  export  duty  of  five  reals  on 
each  ceroon  to  the  Church. 


GUATEMALA. 


213 


TARIFF  REGULATIONS  OF  GUATEMALA. 

PROHIBITED   LIST. 

Guns,  muskets,  and  all  other  arms  for  military  purposes ;  munitions  of 
war,  as  lead,  balls,  gunpowder,  and  rifles ;  prints,  cuts,  pictures,  etc.,  bear- 
ing against  public  morals  and  religion;  books,  manuscripts,  etc.,  especially 
interdicted. 

FREE   LIST. 

Anchors,  cable,  rigging,  and  all  other  articles  belonging  to  ships'  mate- 
rial not  comprehended  in  the  tariff;  quicksilver,  barometers,  fire-engines, 
staves  and  heading  of  all  kinds ;  scientific  instruments  and  agricultural  im- 
plements ;  books,  music,  maps,  and  geographical  charts;  machines  and 
steam-engines;  gold  and  silver  coins;  barrels,  hogsheads,  etc.,  etc.,  for  ex- 
porting the  products  of  the  country. 


Duties  on  Articles  received  from  the  United  States. 


Denomination  of  Merchandise, 

Bread,  ship 

Brandy  in  bottles 

"      in  barrels 

Candles,  tallow 

44        stearine 

Cider 

Copper,  manufactures  of 

Cotton  goods,  white 

colored 

Cheese 

Cloths,  cassimeres,  fine 

Fish  in  oil 

Flour 

Gold  and  silver  coin 

Glass,  window 

Hides  and  skins 

Indigo 

Pork,  salt 

Printing-presses 

Paper,  writing 

Rice 

Soap,  common , , 

Silk,  raw 

Shoes,  calf-skin,  for  men 

"      patent-leather , 

Sheathing,  metal 

Spirit  in  casks 

Teas 


Tobacco,  unmanufactured 


Tin,  crude 

Wines  in  casks 

Wood,  manufactured  as  furniture 


Number,  Weight,  or  Measure, 
arroba  of  25  Ibs.  7  oz. 

dozen, 
15  to  18  gallons, 

1.014  Ib. 
u 

dozen  bottles, 

1.014  Ib. 

yani, 

101  Ibs. 

yard, 

l.OHlb. 

25  Ibs.  7  oz. 

box  of  from  137  to  150  Ibs. 

1.014  Ib. 

n 

25  Ibs.  7  oz, 

ream, 

25  Ibs.  7  oz. 
n 

1.014  Ib. 

pair, 

a 

1.014  Ib. 

12  to  15  gallons, 

1.014  Ib. 

4  per  cent,  on  the  invoice 
value,  with  an  addition  of 
20  per  cent,  on  the  aggre- 
gate  amount. 

101  Ibs. 

12  to  15  gallons, 
40  per  cent,  ad  vaL 


Rate  of  Duty. 
$0  50 
72 

3  44 
03 
05 
05 
12k 
02£ 
03 

2  88 
78 
04£ 
25 

free. 

3  60 
12 

2  00 
48 

free. 
25 
24 
72 
72 
04 
57 
08 

3  44 
18 


5  00 
2  16 


214:  REPUBLICS  OF  CENTRAL  AMERICA. 

IMPORTS  AND  EXPORTS. 

The  official  statement  of  the  imports  into  Guatemala  for 
the  year  1860  shows  the  amount  to  have  been  $1,495,191 ; 
exports,  $1,870,631.  Imports  from  Great  Britain,  $802,305 ; 
France,  $295,651 ;  Germany,  $108,649  ;  the  United  States, 
$50,235 ;  Spain,  $47,702 ;  and  small  amounts  from  various 
other  countries.  Of  the  exports  about  two  thirds  were  of 
cochineal,  the  remainder  consisting  of  ores,  sugar,  coffee, 
sarsaparilla,  dye-woods,  and  hides.  The  following  compar- 
ative statement  will  show  the  increase  of  trade  since  the 
establishment  of  the  Central  American  Steam-ship  Line  in 
1856: 

Value.  Value. 

Ores  exported  in  1855 $6,600;  in  1860...  $92,575 


Sarsaparilla  exported  in  1855...  1,890 ; 

Dye-woods         "              "      ...  5,000; 

Hides                  "              "      ...  26,000; 

Sugar                 "              "      ...  none; 

Coffee                 "              "      ...  none; 


13,800 
27,672 
76,582 
52,377 
15,352 


The  coffee  of  Guatemala  is  of  very  fine  quality,  and 
promises  soon  to  become  a  prominent  article  of  export. 

By  a  contract  between  the  government  of  Guatemala 
and  the  Panama  Railroad  Company,  a  drawback  of  ten 
per  cent,  on  tariff  rates  is  allowed  on  all  merchandise  pass- 
ing over  the  Panama  Railroad  en  route  for  that  state. 

Kates  of  wages  are  much  the  same  as  in  Costa  Rica  (p. 
196).  Laborers  on  estates  receive  from  1J  to  2  reals  per 
day. 


HONDURAS.  215 


HONDUEAS. 

THE  Eepublic  of  Honduras  has  Nicaragua  on  the  south, 
the  Bay  of  Honduras  and  the  Caribbean  Sea  on  the  north 
and  east,  Guatemala  on  the  north  and  west,  and  San  Sal- 
vador on  the  south  #nd  west.  It  lies  between  latitude  13° 
10'  and  16°  north,  and  longitude  83°  11'  and  89°  30'  west, 
and  contains  an  area  of  about  42,000  square  miles,  with  an 
estimated  population  of  350,000.  In  its  mineral  resources 
Honduras  ranks  first  among  the  Central  American  States ; 
mines  of  gold,  silver,  lead,  copper,  and  iron  are  abundant, 
but  the  inhabitants,  mostly  Indian,  have  done  comparatively 
little  toward  developing  their  wealth.  All  the  productions 
of  the  tropics  flourish  in  Honduras,  among  which  mahoga- 
ny, dye-woods,  sarsaparilla,  and  tobacco  form  the  chief  ar- 
ticles of  export.  Besides  these,  bullion,  cattle,*  hides,  and 
tortoise-shell  comprise  the  chief  exports,  the  total  estimated 
at  $1,125,000  per  annum,  most  of  which  formerly  passed 
through  its  Atlantic  ports  Omoa  and  Truxillo.  Since  the 
establishment  of  the  Panama  Eailroad  line  of  Central  Amer- 
ican steamers,  a  large  proportion  of  the  trade  has  found 
its  way  out  of  the  country  through  the  port  of  La  Union, 
State  of  Salvador,  which  is  at  the  junction  of  three  states 
on  the  Pacific.  Its  only  sea-port  on  the  Pacific  is  Amapala, 
on  Tigre  Island,  a  few  miles  distant  from  La  Union.  It  is 
not,  however,  a  port  of  entry  for  the  Panama  Eailroad 
steamers. 

The  imports  of  Honduras,  which  consist  chiefly  of  pro- 
visions, coarse  cottons,  and  miscellaneous  merchandise,  may 

*  About  20,000  head  of  cattle  are  annually  driven  from  Honduras  to  the 
great  fair  at  San  Miguel,  Salvador, 


216  REPUBLICS   OF   CENTRAL   AMERICA. 

be  roughly  estimated  at  $1,000,000  per  annum,  chiefly  from 
Great  Britain.  The  great  obstacle  to  the  development  of 
Honduras  is  the  want  of  roads,  the  interior  transportation 
being  wholly  effected  by  means  of  mules. 

The  business  returns  of  the  Panama  Eailroad  Steam-ship 
Company  from  Honduras  are  included  in  those  of  Salvador. 


REPUBLICS  OF  SOUTH  AMERICA 

CONNECTED  WITH  THE  PANAMA  RAILROAD. 


NEW  GRANADA. 

NEW  GRANADA,  the  most  northerly,  as  well  as  the  most 
important  of  the  South  American  republics,  is  situated 
mostly  between  the  equator  and  12°  north  latitude,  and  be- 
tween 70°  and  83°  west  longitude,  containing  an  estimated 
area  of  480,000  square  miles.  Its  greatest  length  is  about 
800  miles,  and  its  greatest  breadth  about  600.  It  is  bound- 
ed on  the  north  by  the  Caribbean  Sea,  on  the  east  by  the 
Eepublic  of  Venezuela,  on  the  southeast  by  Brazilian  Gui- 
ana, on  the  south  by  the  Eepublic  of  Ecuador,  and  on  the 
west  by  the  Pacific  Ocean.  Along  the  western  portion,  the 
Andes,  divided  into  three  great  chains,  pass  in  a  northeast 
and  southwest  direction  through  the  republic.  To  the  east 
of  the  most  eastern  chain  the  country  is  spread  out  into 
vast  llanos  or  plains,  about  300  feet  above  the  ocean  level, 
gradually  descending  to  the  Eiver  Orinoco,  one  of  its  east- 
ern boundaries.  These  immense  plains  are  said  to  be  un- 
fit for  cultivation,  but  large  herds  of  cattle  and  horses  are 
raised  upon  them.  The  wet  season  on  the  llanos  lasts  from 
November  till  April,  and  the  dry  the  remainder  of  the 
year.  The  average  annual  temperature  is  80°  Fahrenheit ; 
the  wet  season  averages  about  8°  hotter  than  the  dry.  This 
section  is  principally  watered  by  the  tributaries  of  the 

Eiver  Orinoco. 

K 


218  REPUBLICS '  OF   SOUTH  AMERICA. 

Upon  the  sides  and  summits  of  the  Cordilleras  are  vast 
table-lands,  varying  in  climate  and  productions  with  their 
elevation,  and  embracing  every  grade  of  temperature,  from 
that  of  the  torrid  zone  to  the  regions  of  perpetual  snow  and 
ice,  and,  with  the  exception  of  the  snowy  regions,  these 
plains  are  said  to  be  remarkably  fertile,  producing  in  great 
abundance  and  perfection  the  fruits  and  agricultural  staples 
of  every  zone.  Between  the  mountain  ranges  are  broad 
and  beautiful  valleys :  that  of  Magdalena  between  the  east- 
ern and  central  ranges,  and  Cauca  and  Atrato  between  the 
central  and  western.  These  valleys  are  drained  each  by 
large  navigable  rivers  of  the  same  names.  In  the  terri- 
tories comprehended  between  the  eastern  and  western  An- 
des there  are  two  wet  and  two  dry  seasons,  the  wet  coming 
on  at  the  approach  of  the  equinoxes,  and  the  dry  at  that 
of  the  solstices ;  each  continues  about  ninety  days. 

The  northeastern  portion  of  the  republic,  bordering  the 
Atlantic,  is  low  and  unhealthy,  but  of  great  fertility.  At 
the  northwestern  portion  the  Cordilleras  become  depressed, 
and  frequently  disconnected,  forming  the  low  hill  and  val- 
ley country  of  the  Isthmus,  where,  like  the  northeast  por- 
tion, the  climate  is  hot,  and,  in  the  lower  lands,  insalubrious, 
but  richly  productive.  The  seasons  in  these  portions  of 
the  republic  are  divided  into  the  dry  and  rainy,  each  occu- 
pying about  six  months  of  the  year. 

The  population  of  New  Granada,  which  has  increased 
greatly  during  the  past  few  years,  is  now  estimated  at 
2,747,500,  of  whom  1,648,519  are  said  to  be  whites,  most- 
ly of  Spanish  descent;  183,166  pure  Indian ;  97,583  Ne- 
gro ;  366,332  Mulattoes  and  Samboes ;  451,900  of  differ- 
ent races  mixed  with  Indian. 

The  Eepublic  of  New  Granada  is  politically  divided  into 
eight  states,  viz.: 


NEW  GRANADA. 


219 


Population. 
168,500 

Capitals. 
Panama. 

404,000 

Popayan. 

635,000 

Bogota. 

465,000 

Tunja. 

463,000 

Bucaramanga. 

89,900 

Santa  Martha 

222,100 

Carthagena 

Antioauia... 

300,000 

Medellin. 

Agriculture  holds  the  first  place  in  the  industrial  inter- 
ests of  New  Granada.  Eice,  cotton,  coffee,  tobacco,  cocoa, 
sugar,  and  the  tropical  fruits  are  the  principal  cultivated 
productions  of  the  low  valleys  and  coast-lands,  which  also 
produce  spontaneously  caoutchouc,  vanilla,  anise,  balsams, 
dye  and  cabinet  woods,  ivory-nuts,  Peruvian  bark,  etc. 
The  elevated  valleys  and  plains  yield  wheat,  maize,  and  al- 
most all  the  other  products  of  the  temperate  zone.  The 
cultivation  of  the  soil  is,  however,  very  rudely  and  indif- 
ferently managed,  and  the  reclaimed  lands  bear  a  very 
small  proportion  to  the  whole. 

The  manufacturing  interests  of  the  republic  are  also  in  a 
very  low  condition,  and  consist  of  little  more  than  coarse 
woolen  and  cotton  cloths,  earthen-ware,  and  cigars  for  the 
use  of  the  lower  classes,  and  the  straw  hats  known  in  com- 
merce as  Panama  hats. 

The  mineral  productions  of  the  republic  are  gold,  silver, 
and  platinum ;  it  also  possesses  valuable  mines  of  emeralds 
and  of  salt ;  but  the  mining  interest  is  sadly  neglected,  be- 
ing mostly  left  to  the  lower  classes.  Turtle-shell  and  pearls 
of  fine  quality  are  procured  in  considerable  abundance. 
The  entire  annual  exports  are  estimated  as  follows : 


Gold $5,000,000 

Platinum,  silver  ore,  and 

emeralds 1,000,000 

Pearls  and  turtle-shell...  800,000 

Tobacco 3,500,000 

Straw  hats 1,400,000 

Peruvian  bark 600, 000 

Coffee 600,000 

Hides 500,000 

Dye  and  building  woods  500,000 


Cacao $200,000 

Caoutchouc,  maize,  cot- 
ton, ivory-nuts,  anise, 
rice,  balsam,  etc 200, 000 

Sugar,  flour,  preserves, 
rough  woolen  and  cot- 
ton cloths,  brandies, 

etc 50,000 

$14,350,000 


220  REPUBLICS  OF  SOUTH  AMERICA. 

Education  in  New  Granada  is  at  a  low  ebb,  though,  nom- 
inally, liberal  provisions  for  public  instruction  are  made  by 
the  government.  By  law  a  free  public  school  is  established 
in  every  parish  throughout  the  republic ;  in  all  there  are 
said  to  be  800  public  schools,  and  60  high-schools  and  col- 
leges, and  47  printing-offices.* 

The  capital  of  the  republic  is  Bogota,  in  the  State  of  Cun- 
dinamarca,  in  lat.  4°  36'  6"  north,  and  long.  74°  10'  west, 
which  is  situated  on  a  broad  plateau  8655  feet  above  the 
level  of  the  sea.  It  is  regularly  laid  out,  the  houses  mostly 
built  of  sun-dried  bricks,  and  of  two  stories,  and  is  amply 
supplied  with  water.  It  contains  twenty-four  churches, 
one  fine  cathedral,  a  national  college,  with  a  library  of 
33,000  volumes  in  fourteen  different  languages,  mostly  an- 
cient, an  observatory,  eleven  high-schools,  besides  a  semi- 
nary, and  two  public  schools  in  each  ward  (eight),  fourteen 
hospitals,  three  lazarettos  (both  the  schools  and  hospitals 
are  very  indifferent),  seven  printing-offices,  three  litho- 
graphic offices,  a  fine  theatre,  one  manufactory  of  woolen 
cloths,  and  one  of  earthen- ware.  It  has  a  good  market,  sup- 
plied with  fruits  and  vegetables  of  both  the  temperate  and 
tropical  zones.  Population  60,000.  The  city  of  Bogota 
is  distant  from  the  nearest  sea-port  on  the  Atlantic  (Car- 
thagena)  about  700  miles,  and  from  Buenaventura,  on  the 
Pacific,  800.  From  Carthagena  the  route  is  up  the  Mag- 
dalena  River  by  steam-boats  to  Honda,  700  miles  distant, 
and  from  thence  100  miles  to  Bogota  by  mules :  this  is  the 
usual  route  for  merchandise  and  passengers  from  foreign 
ports  to  the  capital.  That  from  Buenaventura  is  long,  dif- 
ficult, and  expensive,  much  of  the  distance  over  the  Cordil- 
leras having  to  be  accomplished  on  mules  or  the  backs  of  the 
natives.  The  roads  throughout  the  republic  are  very  bad. 

*  The  foregoing  statistics  of  population,  exports,  etc.,  were  made  out  from 
official  data  kindly  furnished  by  Sefior  Raphael  Pombo,  Secretary  of  New 
Granadian  Legation. 


NEW  GRANADA.  221 

The  rivers  of  New  Granada  are  numerous  and  impor- 
tant. The  rivers  Eio  Negro,  Caqueta,  and  Putumayo  con- 
nect the  eastern  and  southeastern  portions  of  the  republic 
with  the  Amazon.  The  Guaviare,  the  Meta,  and  their  af- 
fluents, connect  the  east  and  southeast  with  the  Orinoco. 
The  Orinoco  and  the  Amazon  are  connected  at  the  bound- 
ary of  New  Granada  with  Venezuela  by  the  Eio  Casse- 
quiare.  Commercially,  the  most  important  rivers  are  the 
Magdalena  and  its  tributary,  the  Cauca,  each  over  1000 
miles  in  length,  and  crossing  almost  the  whole  of  the  most 
fertile  and  productive  portion  of  the  republic  from  south 
to  north.  The  Magdalena  empties  by  three  mouths  into 
the  Atlantic,  and  is  navigated  by  steam-boats  for  700  miles 
of  its  length.  It  is  through  this  river  and  the  Cauca  that 
the  principal  part  of  the  interior  commerce  of  the  country 
is  carried  on.  At  its  western  mouth  is  the  port  of  Saba- 
nilla.  Jt  also  communicates  with  the  port  of  Carthagena 
by  a  dike  or  connected  chain  of  lagoons  92  miles  in  length, 
and  navigated  by  boats  and  small  steamers. 

The  Eio  Atrato,  in  the  State  of  Antioquia,  is  about  300 
miles  in  length,  and  is  navigable  for  small  vessels  for  about 
150  miles.  It  empties  into  the  Gulf  of  Darien.  Besides 
these,  emptying  into  the  Atlantic,  are  the  Chagres,  in  the 
State  of  Panama,  and  several  other  small  rivers  at  present 
of  little  commercial  importance.  Emptying  into  the  Pa- 
cific are  the  rivers  Patia  and  San  Juan,  draining  rich  and 
extensive  regions  in  the  State  of  Cauca. 

The  principal  sea-ports  of  the  republic  of  New  Granada 
are  Eio  Hacha  and  Santa  Martha  in  the  State  of  Magda- 
lena, Sabanilla  and  Carthagena  in  Bolivar,  and  Aspinwall 
in  the  State  of  Panama,  on  the  Atlantic  coast ;  and  Panama 
in  Panama,  and  Buenaventura  and  Tumaco  in  the  State  of 
Cauca,  on  the  Pacific. 

Eio  Hacha  is  an  open  roadstead.  Vessels  have  to  an- 
chor one  and  a  quarter  miles  from  shore,  at  which  distance 


222  REPUBLICS   OF  SOUTH   AMERICA. 

large  vessels  can  ride.  Cargoes  are  landed  by  means  of 
bongoes  or  canoes.  This  can  only  be  done  between  8 
A.M.  and  2  P.M.,  on  account  of  northeast  winds,  which 
prevail  almost  all  the  year.  The  landing  of  cargoes  is  best 
effected  during  the  summer  season. 

The  aspect  of  the  town  is  very  pleasing,  as  most  of  it 
is  of  recent  construction.  Its  business  is  principally  with 
the  interior,  through  the  Indians  of  La  Goajira.  Its  prin- 
cipal exports  are  divi  divi,  dye-woods,  hides,  skins,  and 
mules.  Population  between  3000  and  4000. 

Santa  Martha,  90  miles  southwest  from  Rio  Hacha,  has 
a  good  harbor,  with  the  exception  of  being  exposed  to  the 
northeast  winds.  Vessels  are  laden  and  unladen  at  the 
wharves.  Merchandise  is  shipped  from  this  port  in  large 
decked  boats  up  the  Magdalena  River,  from  the  mouth  of 
which  it  is  distant  about  40  miles.  Besides  the  staples  of 
the  country,  from  this  place  are  exported  considerable  num- 
bers of  horses,  mules,  and  cattle  to  Jamaica  and  other  West 
India  islands.  It  ranks  as  one  of  the  first  ports  of  New 
Granada. 

The  city  of  Santa  Martha  is  the  capital  of  the  State  of 
Magdalena.  There  is  a  good  hospital,  a  college,  and  a 
printing-office  here.  Population  4340. 

Sabanilla,  at  the  western  mouth  of  the  Magdalena  River, 
is  a  roadstead.  On  account  of  a  bad  bar  at  the  mouth  of 
the  Magdalena,  goods  have  to  be  transhipped  for  their 
transportation  up  the  river.  The  town  is  low  and  un- 
healthy. The  residences  of  the  principal  merchants  are  at 
Baranquilla,  twelve  miles  interior. 

Carthagena  is  the  finest  port  and  harbor  and  the  chief 
naval  arsenal  of  New  Granada,  and  is  connected  with  the 
Magdalena  by  the  canal  before  mentioned,  navigated  by 
steamers  of  light  draught.  It  is  the  principal  depot  for  the 
products  of  the  provinces  watered  by  the  Magdalena  and 
Cauca  Eivers,  and  exports  sugar,  cotton,  coffee,  tobacco, 


NEW   GRANADA,  223 

hides,  specie,  bullion,  Peruvian  bark,  anise,  balsams,  dye- 
woods,  etc.,  etc.  The  port  is  defended  by  two  forts,  and 
is  the  only  port  of  New  Granada  on  the  Atlantic  which 
has  facilities  for  the  repair  of  vessels.  Vessels  are  laden 
and  unladen  by  means  of  flat-boats  and  bongoes.  The 
town  is  well  fortified  and  well  laid  out,  the  houses  mostly 
of  stone.  It  has  a  massive  citadel,  several  churches,  a  col- 
lege, various  seminaries,  and  two  hospitals.  Population 
10,000.  There  is  a  charity  hospital  at  Carthagena,  where 
sick  American  seamen  are  admitted  at  a  charge  of  40  cents 
per  diem;  accommodations  very  indifferent.  The  usual 
charge  for  storage  of  dry  goods  is  about  one  per  cent,  on 
gross  sales;  drayage  from  wharf  to  store,  28  to  30  cents 
per  ton ;  boat  for  landing,  cartage  to  wharf,  and  storing  at 
custom-house,  about  11  cents  per  barrel.  From  the  United 
States  to  this  port  are  imported  flour,  codfish,  hams,  butter, 
cheese,  glass-ware,  earth  en- ware,  iron-mongery,  pitch,  tar, 
rosin,  cordage,  copper,  and  a  great  variety  of  articles  from 
France,  Spain,  Italy,  and  Germany. 

The  ships  of  the  Eoyal  Mail  Steam  Packet  Company, 
plying  between  Southampton,  the  West  Indies,  and  the 
east  coast  of  South  and  Central  America,  stop  here  month- 
ly with  mails,  passengers,  and  freight.  See  Itinerary  of 
said  Company,  p.  158,  et  seq. 

Aspinwall,  the  Atlantic  terminus  of  the  Panama  Eail- 
road,  in  the  harbor  of  Navy  Bay,  is  a  free  port.  The 
shelter  here  for  shipping  is  extensive,  and  the  anchorage 
good.  Nothing  obstructs  the  entrance  to  the  harbor  for 
vessels  of  the  largest  draught.  No  pilots  are  required. 
The  wharf  and  storage  accommodations  are  ample.  Bef- 
erence  to  connections  of  Panama  Eailroad,  page  145,  will 
give  the  principal  maritime  movements  of  this  port.  Har- 
bor regulations,  freight,  wharfage,  storage,  light  dues,  etc., 
etc.,  will  be  found  on  page  143,  et  seq. 

Panama  is  a  free  port.     This  port  derives  its  importance 


224 


KEPUBLICS  OF  SOUTH  AMEKICA. 


from  being  the  Pacific  terminus  of  the  Panama  Eailroad. 
It  is  situated  in  the  Bay  of  Panama,  latitude  8°  56'  north, 
longitude  79°  37'  west.  Its  harbor  is  protected  by  a  group 
of  islands  of  considerable  extent,  distant  about  two  and  a 
half  miles  from  the  place  of  embarkation.  The  nearest  se- 
cure anchorage  for  vessels  of  heavy  draught  is  distant  from 
shore  one  and  three  quarters  of  a  mile,  on  account  of  coral 
reefs  which  extend  for  that  distance  out  into  the  bay.  The 
average  tides  at  this  point  have  a  rise  and  fall  of  twelve 
feet,"*  and  transportation  between  ship  and  shore  is  carried 
on  at  from  one  half  to  high  tide  by  means  of  small  steam- 
ers and  large  iron-decked  launches,  which  discharge  at  the 
wharves  of  the  Panama  Eailroad  Company.  Storms  are 
unknown  in  the  harbor  of  Panama,  and  the  transportation 
between  ship  and  shore  is  performed  at  every  season  with 
perfect  ease  and  safety.  The  group  of  islands  before  men- 
tioned furnishes  the  rendezvous  for  the  vessels  of  the  Pacific 
Mail  and  Panama  Eailroad  Steam-ship  Companies.  About 
nine  -miles  to  the  southeast  of  the  harbor  is  the  beautiful 
and  productive  island  of  Toboga,  at  which  place  is  the  ren- 
dezvous of  the  British  Pacific  Steam  Navigation  Company. 
At  this  place  facilities  are  afforded  for  the  repair  of  vessels 


* 

Table  of  the  Tides  on  the 

Pacific  at  Panama. 

Atlantic 
at  Aspinwall. 

May  and  June. 

Nov.  and  Dec. 

Aug.  and  Sept. 

Greatest  rise  of  tide  

Feet. 
17.72 
7.94 
12.08 

0.759 
9.40 
6.55 
6.25 

4.73 
14.08 
9.60 

Feet. 
21.30 
9.70 
14.10 

0.140 
10.12 
9.40 
6.73 

5.26 
17.30 
12.40 

Feet. 
1.60 
0.63 
1.16 

Least           "        "   

Average      a       ll  

Mean  tide  of  Pacific  above  mean 
tide  of  Atlantic  

High  spring  tide  of  Pacific  above 
high  spring  tide  of  Atlantic  
Low  spring  tide  of  Pacific  below 
low  spring  tide  of  Atlantic  

Mean  high  tide  of  Pacific  above 
mean  high  tide  of  Atlantic  
Mean   low  tide   of  Pacific  below 
mean  low  tide  of  Atlantic  

Average  rise  of  spring  tides      

"            "      neap  tides  

NEW  GRANADA.  225 

of  the  heaviest  draught  by  means  of  a  "gridiron,"  which  is 
rented  at  reasonable  rates  to  vessels  of  all  nations.  There 
is  also  at  Toboga  a  large  machine-shop,  where  repairs  for 
the  largest  varieties  of  machinery  are  effected  at  moderate 
charges.  No  pilots  are  required  in  the  harbor  of  Panama. 
Fresh  provisions  and  water  are  furnished  to  shipping  in 
abundance,  and  at  moderate  rates. 

Labor  is  cheap  and  easily  procured ;  wages  from  eight  to 
ten  reals  per  day. 

The  city  of  Panama  is  a  place  of  considerable  commer- 
cial importance.  Several  mercantile  houses  of  large  capi- 
tal are  established  here,  which  collect  from  the  interior  and 
the  North  and  South  Pacific  coasts  the  various  staple  pro- 
ductions of  South  and  Central  America  for  exportation 
over  the  Panama  Eailroad  to  the  United  States  and  Eu- 
rope, and  receive  from  thence  large  quantities  of  merchan- 
dise for  the  use  of  the  interior  towns  and  different  ports  in 
the  Pacific.  For  the  maritime  commercial  movements  of 
this  port,  see  connections  of  Panama  Eailroad,  page  147. 
Population  of  the  city  of  Panama,  10,000. 

About  sixty  miles  southeast  from  the  port  of  Panama  is 
the  group  of  islands  called  "  Islas  de  las  Perlas,"  or  Islands 
of  Pearls,  where  a  pearl-fishery  is  carried  on,  producing 
about  $100,000  worth  of  a  fine  quality  of  pearls  per  an- 
num. 

Besides  Panama,  on  the  Pacific  coast  of  New  Granada, 
are  the  ports  of  Buenaventura  and  Tumaco,  in  the  State  of 
Cauca,  from  which  are  exported  Peruvian  bark,  cocoa,  to- 
bacco, hides,  etc.,  to  Panama,  principally  by  the  vessels  of 
the  Pacific  Steam  Navigation  Company,  which  touch  at 
each  bi-monthly.  The  trade  of  these  ports  is  chiefly  with 
Panama,  receiving  from  thence  merchandise  from  the 
United  States  and  Europe  suitable  to  the  demands  of  the 
country. 

K2 


226  REPUBLICS  OF  SOUTH  AMEEICA. 

PORT  REGULATIONS. 

The  port  regulations  of  the  Eepublic  of  New  Granada 
are  such  as  are  deemed  necessary,  as  well  in  view  of  the 
general  convenience  and  safety  of  vessels  as  to  answer 
proper  police  and  harbor  discipline. 

There  are  no  quarantine  regulations  at  any  of  the  ports 
of  New  Granada,  and,  consequently,  no  bills  of  health  are 
required.  Tonnage  dues,  port  dues,  pilotage,  and  visit  fees 
are  the  same  in  all  the  ports  of  the  republic,  with  the  ex- 
ception of  the  free  ports  of  Aspinwall  and  Panama.  Every 
vessel  pays  $6  40  for  the  visit  of  the  captain  of  the  port, 
and  $11  pilotage  in  and  out,  besides  $1  60  for  an  inter- 
preter. 

Every  vessel  pays  40  cents  per  New  Granadian  ton  for 
her  capacity  for  the  first  100  tons,  and  20  cents  for  every 
ton  over  the  same.  There  are  no  light  dues,  except  at  the 
port  of  Aspinwall,  where  light  fees  are  charged  by  the  Pan- 
ama Railroad  Company  (see  p.  145).  The  river  naviga- 
tion of  New  Granada  is  free  to  flags  of  all  nations,  with  the 
exception  of  vessels  propelled  by  steam,  the  monopoly  of 
which  last  is  granted  to  certain  individuals  under  contract 
with  the  government. 

Tariff  of  New  Granada  on  Articles  received  from  the  United  States — 1855. 

Under  this  tariff  weights  and  measures  are,  1  pound  =  1.014  pound ;  100 
pounds  —  4  arrobas ;  100  pounds  =  1011  pounds  avoirdupois ;  1  vara  =  33£ 
English  inches;  1  quintal  — 101.44:  pounds;  1  kilogramme  —  2|  pounds;  1 
miriagramme  —  26  Ibs.  9  oz.  10  pwt. 

Money. — 1  peso  =  8  reals  =  100  cents  =  $1.* 


Denomination  of  Merchandise. 


Beef. 

Beer,  ale,  porter,  in  bottles.. 


in  casks . 


Brandy  in  bottles . 

"      in  casks... 

Candles,  wax 


Number,  Weight,  or  Measure. 
1.014  Ib. 

a 

1  kilogramme,  or  2£  Ibs. 

« 

2*  Ibs. 


Rate  of  Duty, 
free. 
$0  00$ 
0  OOf 
0  16 
0  16 
0  40 


*  The  French  decimal  system  of  weights,  measures,  and  currency  has  been  recently 
adopted  by  the  New  Granadian  government. 


NEW   GRANADA. 


227 


Denomination  of  Merchandise.     * 
Candles,  spermaceti  

Number,  Weight,  or  Measure. 
2£  Ibs. 

Rate  of  Duty. 
$0  20 

Cheese  of  all  kinds 

a 

0  02 

Cider  in  bottles  

same  as  beer. 

"     in  casks  

a 

Codfish  

free. 

Copper,  manufactures  of  

2£  Ibs. 

0  15 

free. 

no  importation 

2£  Ibs 

0  40 

Flour  wheat  .,  

free 

Glass  window     

box  of  from  100  to  125  Ibs 

2  40 

Hams  and  bacon  

free. 

dozen 

0  60 

chairs  dozen 

6  00 

a               n 

1  lounge 

12  50 

a               n 

1  table 

5  00 

Indian  corn  ,  

free  . 

Lard  

u 

Lead  in  bars  and  sheets  

1  miriagram  26  Ibs  9  oz 

»  0  32 

ii     manufactures  of   

21  Ibs 

0  05 

Nails,  iron  

26  Ibs.  9  oz. 

0  48 

Oils,  whale  and  other  fish  

1  014  Ib. 

0  06£ 

Pitch  

n 

0  00£ 

ream 

0  40 

'  l      printing  

free. 

Paints  

21  Ibs. 

0  12 

Pork  

free. 

Rice                                   « 

Rosin  

c< 

0  00£ 

Soap,  common  

26  Ibs.  9  oz. 

0  72 

*'     perfumed  

2£  Ibs. 

0  50 

Shoes  and  boots,  leather  

(10  per  cent,  additional  to 

\      the  duty  on  leather. 
1.014  Ib. 

0  02| 

Tallow  

101  Ibs. 

2  00 

Tar  

26  Ibs  9  oz. 

0  08 

Teas  

2£  Ibs. 

0  20 

Tobacco  unmanufactured  

it 

0  20 

"        cigars  Havana     

a 

0  80 

"            "      others  

a 

0  80 

each, 

0  60 

dozen. 

2  00 

2£  Ibs. 

0  20 

"        "    yellow  

a 

0  20 

"Wood   boards  pine             

free. 

*  '      shingles  

u 

Wines,  red  

2£  Ibs. 

0  06 

"      white... 

u 

0  10 

Goods  imported  into  the  Isthmus  of  Panama,  although  a  part  of  the  New 
Granadian  Republic,  are  exempt  from  duty ;  but  if  imported  from  the  Isth- 
mus into  New  Granada,  they  are  charged  the  regular  duties  as  if  coming 
from  foreign  countries. 


228  REPUBLICS  OF  SOUTH  AMERICA. 

4t 

FREE    LIST. 

Animals  for  breed ;  beaver  and  other  skins ;  bee-hives  and  bees ;  books, 
printed ;  carts ;  casks ;  coal ;  gold,  silver,  and  platina,  in  dust ;  implements 
for  agriculture  and  mining;  scientific  and  surgical  instruments;  medals; 
mills ;  paintings  and  engravings ;  paper  for  printing ;  plants ;  seeds ;  stat- 
ues and  busts ;  steam-engines ;  wool ;  effects  of  embassadors,  and  equipage 
of  travelers. 

PROHIBITED   LIST. 

Arms ;  obscene  books  and  prints ;  coin,  defaced  or  clipped ;  rum ;  tobac- 
co, raw. 

Coasting  trade  free  to  foreign  vessels. 

By  virtue  of  the  tariff  act  which  came  into  force  in  New  Granada,  June 
25,  1856,  an  increase  of  duty  from  25  to  100  per  cent,  was  imposed  on  near- 
ly every  article  of  import,  presenting  an  exception  to  the  tariff  modifications 
of  almost  every  other  commercial  country  for  years  past.  The  percentage 
increase  of  rates  on  the  principal  articles  of  merchandise,  by  virtue  of  this 
act,  on  the  rates  previously  levied,  has  been  noted  as  follows,  fractions  being 
disregarded : 

On  the  following  articles  the  increase  is  25  per  cent. :  steel,  not  manufac- 
tured ;  needles  and  fish-hooks  of  certain  descriptions ;  indigo ;  sugar-candy ; 
phials ;  cocoa,  manufactured ;  cocoanuts ;  padlocks  of  iron  or  brass ;  can- 
dlesticks of  glass  or  crystal ;  brushes  for  the  teeth,  nails,  etc. ;  locks  ;  beer ; 
copper  in  sheets;  glasses,  small,  for  liquors,  cut  or  not;  knives  for  shoe- 
makers, etc. ;  spurs,  cast  iron ;  chisels ;  bottles ;  large  forge  bellows ;  car- 
bine hooks  ;  buckles  of  metal ;  watchmakers'  tools ;  common  lead-pencils ; 
china-ware,  small  articles ;  mirrors  of  certain  sizes ;  hammers  of  all  kinds ; 
mills,  small,  and  coffee-mills,  etc. ;  razors ;  brown  paper ;  Jamaica  pepper  ; 
pipes  of  clay,  for  smoking ;  dishes  of  glass  or  crystal  f  lead  in  pigs,  plates, 
balls,  and  shot ;  metallic  pens ;  reins  for  bridles ;  castors  for  tables,  etc. ; 
tallow  or  stearine ;  ink  in  powder,  paste,  or  liquid ;  glasses,  watch,  magni- 
fying, etc. 

On  the  following  articles  the  increase  is  26  per  cent. :  spirits  from  cane 
and  its  compounds,  in  those  provinces  in  which  this  article  is  not  a  monop- 
oly ;  spirits  of  turpentine ;  scented  waters  of  all  kinds ;  iron  wire ;  white 
lead  in  powder  or  oil ;  raw  cotton  in  bulk  and  in  seed ;  trunks  with  mer- 
chandise; bottles  and  demijohns;  brooches  for  clasps,  etc.;  shoe-brushes, 
etc. ;  copper  in  bars  or  cakes ;  compasses ;  fine  penknives ;  spoons  of  tin, 
iron,  copper,  etc. ;  large  knives,  and  knives  of  ivory,  etc.,  and  balance-handle 
knives  with  forks ;  thimbles ;  snuffers ;  screw-drivers ;  fowling-pieces ;  mir- 
rors with  gilt  frames ;  tin,  pewter,  etc.,  in  bars  or  cakes ;  felts  for  hats ;  nails, 
brads,  etc. ;  liquor  cases  ;  saddle-trees ;  toilet  soap ;  sealing-wax ;  files ; 


ECUADOE. 


229 


linen  manufactures,  common ;  mustard ;  mainsprings  for  clocks  and  watches; 
paper,  writing,  hanging,  etc. ;  umbrellas  of  silk  of  all  sizes ;  pincers  of  all 
sorts ;  pistols,  common ;  earthen  pitchers,  jars,  etc. ;  salt-cellars  of  glass  or 
crystal ;  saws,  pit  and  frame ;  scissors,  small,  etc. ;  turpentine ;  zinc,  manu- 
factures of. 

On  the  following  articles  the  increase  is  27  per  cent. :  cruet-stands ;  nee- 
dles of  wire,  bone,  etc. ;  silver,  brass,  and  piano  wire ;  door-bolts,  small ;  car- 
peting in  pieces ;  cotton  manufactures ;  curry-combs  of  iron ;  plate-holders ; 
pin-cases ;  chandeliers  of  glass  or  metal ;  harness  for  two  beasts ;  trunks 
without  merchandise;  scales;  bridle-bits;  copper  pumps  for  engines;  silk 
brocade ;  wax  candles ;  bedsteads ;  sofas ;  sieves  of  wire,  silk,  etc. ;  clothes- 
brushes,  etc. ;  cranks  of  iron ;  clothes-presses  ;  watch-guards ;  swords ;  small 
looking-glasses  ;  iron  pickaxes ;  stirrups ;  pianos ;  flasks ;  decanters ;  small 
buckles  for  braces,  etc.  ;  whips;  lawn;  lace;  fringes,  etc.,  of  linen;  porce- 
lain ;  manufactures  of  German  silver ;  saddles ;  dial-plates ;  razors  in  cases ; 
organs ;  gilt  paper-hangings  ;  cotton  umbrellas ;  pistols ;  powder-flasks ;  bot- 
tle-stands ;  watches ;  manufactures  of  silk  of  all  kinds ;  fine  scissors ;  gold 
braid;  window-glass. 

On  a  certain  description  of  needles,  packing,  sailmakers',  etc.,  the  increase 
is  100  per  cent. ;  on  irons  for  carpenters'  planes,  etc.,  and  small  hand-bel- 
lows, 150 ;  on  fine  gold  wire,  154 ;  and  on  sperm-oil,  manufactured,  160 
per  cent. 

There  is  a  decrease  of  duty  on  buttons  of  from  40  to  80  per  cent. ;  on 
chairs,  of  68 ;  augers,  36 ;  common  glass  bottles,  40 ;  gloves  of  buckskin, 
etc.,  54  and  52 ;  stirrup-leathers,  37 ;  and  on  a  few  other  unimportant  ar- 
ticles. 


ECUADOR 

THE  Eepublic  of  Ecuador,  joining  that  of  New  Granada 
on  the  south,  is  situated  between  latitude  1°  36'  north  and 
5°  50'  south,  and  has  its  name  from  its  position  under  the 
equator.  Its  eastern  boundary  is  formed  by  a  portion  of 
New  Granada,  Brazil,  and  Peru ;  its  southern  by  Peru,  and 
its  western  by  the  Pacific  Ocean.  Estimated  area  250,000 
square  miles. 

The  three  ranges  of  the  Andes  pass  through  the  extent 
of  the  western  part  of  the  republic  from  north  to  south. 
As  in  New  Granada,  they  abound  in  high  fertile  valleys 


230  KEPUBLICS  OF   SOUTH  AMERICA. 

and  elevated  plains  of  great  productiveness  and  salubrity ; 
they  also  shoot  up  into  frequent  lofty  volcanic  peaks,  many 
of  which  are  in  active  eruption :  17  of  these  have  an  average 
height  of  over  16,000  feet  each,  while  several  others  range 
from  17,000  to  21,000  feet,  their  summits  covered  with  per- 
petual snow.  The  lower  valleys  and  plains  yield  all  the  sta- 
ples and  fruits  of  the  tropics,  while  the  higher  produce  the 
grains  and  fruits  of  the  temperate  zone,  and  afford  the  finest 
pasturage  for  numerous  herds  of  cattle,  horses,  sheep,  lamas, 
guanacos,  and  vicunas.  Here  the  Peruvian  bark,  sarsapa- 
rilla,  balsam  of  tolu,  vanilla,  canella,  copaiva,  gentian,  and 
many  other  medicinal  productions,  are  indigenous.  There 
are  also  vast  tracts  of  wooded  lands,  producing  the  finest 
timber  for  ship-building  and  cabinet-work,  besides  many 
excellent  varieties  of  dye-woods,  and  numerous  fibrous 
plants  suitable  for  the  manufacture  of  hats,  cordage,  cloth, 
paper,  etc. 

The  mineral  productions  of  Ecuador  are  gold,  silver,  mer- 
cury, iron,  tin,  lead,  copper,  antimony,  manganese,  sulphur, 
and  salt. 

Gold  is  abundant  in  the  sands  of  almost  all  the  rivers. 
From  not  being  properly  or  efficiently  worked,  the  produce 
from  the  mining  interest  of  Ecuador  is  inconsiderable. 

The  navigable  rivers  of  Ecuador  are  numerous.  Plow- 
ing into  the  Pacific  are  the  Esmeralda,  the  Rio  Guayaquil 
and  its  tributary  the  Daule  (emptying  into  a  gulf  of  the  same 
name),  and  the  Tumbez,  forming  a  part  of  the  southern 
boundary,  all  of  considerable  importance,  draining  rich  and 
productive  districts,  and  affording  for  a  considerable  por- 
tion of  their  extent  an  easy  passage  for  the  productions  of 
the  Pacific  slope  to  the  coast.  Flowing  westward  into  the 
valley  of  the  Amazon  and  uniting  with  that  river  are  the 
Putumayo,  navigable  for  the  greater  part  of  its  extent ;  the 
Napo,  navigable  for  steam-boats  for  550  miles ;  the  Tigre 
for  230  miles ;  and  the  Santiago,  400  for  steam-boats,  and 


ECUADOR.  231 

120  more  for  smaller  vessels.  The  Amazon,  which  forms 
a  large  portion  of  the  southern  boundary  of  the  republic,  is 
navigable  for  large  vessels  as  far  as  the  Eiver  Tigre  (about 
midway  of  the  southern  boundary),  making  the  navigable 
portion  of  that  river  in  Ecuador  about  350  miles  for  steam- 
boats, and  nearly  300  farther  for  rafts  or  balsas. 

The  climate  of  Ecuador  varies  with  the  situation  of  differ- 
ent portions ;  that  along  the  Pacific  coast  is  decidedly  trop- 
ical and  insalubrious;  but  as  the  slopes  of  the  Andes  are 
ascended,  the  temperature  is  decreased,  until,  reaching  the 
valleys  and  plains  at  a  height  of  nine  or  ten  thousand  feet, 
a  perpetual  spring  prevails.  The  valley  of  Quito,  in  which 
the  capital  is  located,  is  said  to  possess  the  most  equable  and 
delightful  climate  in  the  world,  having  a  temperature  vary- 
ing from  56°  to  62°  Fahrenheit. 

The  year  is  divided  into  two  seasons.  In  the  elevated 
lands  the  winter  commences  in  December  and  lasts  until 
May,  and  is  a  season  of  clear  skies,  with  a  delightful  temper- 
ature ;  the  summer  begins  in  June  and  ends  in  November : 
during  this  season  high  winds  prevail.  In  the  low  land  the 
temperature  is  hot  and  moist,  and  in  the  winter  incessant 
rains  prevail. 

The  population  of  Ecuador  is  estimated  at  about  800,000, 
composed  of 

Whites  of  European  descent 351,672 

Indians,  descendants  of  the  "Quiches" 274,440 

Indians  of  the  Orient 135,000 

Negroes 7,831 

Mixed  races 31,057 

800,000 

The  whites  are  the  principal  landholders,  traders,  etc. 
The  Quiches  are  mostly  mechanics  and  agriculturists. 

The  Indians  of  the  Orient  are  wild,  and  warlike,  and  un- 
civilized. 

The  prevailing  religion  is  Roman  Catholic,  and  the  open 
profession  of  no  other  is  tolerated,  but  foreigners  are  not 


232  REPUBLICS  OF  SOUTH  AMERICA. 

molested  on  account  of  their  religious  faith.  Education  is 
at  a  low  ebb. 

The  chief  city  and  capital  is  Quito,  and  is  situated  9453 
feet  above  the  level  of  the  sea,  in  a  valley  of  the  same  name, 
150  miles  from  Guayaquil,  the  chief  sea-port.  It  is  well 
built,  and  has  several  handsome  squares,  in  one  of  which 
are  the  cathedral,  the  town  hall,  and  palaces  of  the  arch- 
bishop, etc.  There  are  also  in  this  city  many  churches  and 
convents,  a  work-house,  an  orphan  asylum,  a  university,  and 
a  large  hospital.  It  has  manufactories  of  coarse  cotton  and 
woolen  goods,  lace,  hosiery,  jewelry,  etc.,  and  a  large  trade 
in  corn  and  other  agricultural  produce,  which,  with  some 
of  its  manufactured  goods,  are  sent  by  way  of  Guayaquil  to 
Central  America  in  return  for  indigo,  iron,  steel,  and  to 
Peru  in  return  for  brandy,  wine,  oil,  and  precious  metals, 
etc.  There  is  said  to  be  much  wealth  among  its  inhabitants. 
The  markets  are  well  supplied.  Population  50,000. 

The  chief  sea-ports  and  harbors  of  Ecuador  are  Guaya- 
quil, Manta,  and  Esmeralda. 

Guayaquil,  the  principal  port,  is  situated  at  the  head  of  a 
bay  of  the  same  name,  and  at  the  mouth  of  the  River  Guay- 
aquil, 50  miles  from  the  sea.  The  harbor  is  excellent,  and 
affords  great  facilities  for  ship-building,  excellent  timber 
being  found  within  a  few  rods  of  the  river,  where  building- 
yards  of  capacity  for  the  largest  ships  have  been  construct- 
ed. The  city  consists  of  the  old  and  the  new  town,  and  is 
intersected  by  five  small  creeks  which  are  crossed  by  wood- 
en bridges.  The  houses  are  mostly  of  wood.  The  principal 
edifices  are  a  cathedral,  several  churches,  two  hospitals,  and 
two  colleges.  The  city  is  defended  by  three  forts.  It  is 
unhealthy,  with  a  mild,  humid  climate :  mean  annual  tem- 
perature 88°  Fahr.  Population  22,000.  Guayaquil  is  an 
important  entrepot  for  the  trade  between  Lima  and  Quito. 

The  ports  of  Manta  and  Esmeralda  are  chiefly  ports  of 
export  for  silver  ore  and  the  produce  of  the  country  sur- 


ECUADOR.  233 

rounding.  The  towns  are  of  small  size  and  of  but  little  im- 
portance. The  regular  ships  of  the  Pacific  Steam  Naviga- 
tion Company  touch  at  Guayaquil  on  the  13th  and  28th  of 
each  month,  and  a  special  steamer  plies  monthly  between 
Guayaquil  and  Panama,  touching  at  the  ports  of  Manta 
and  Guayaquil  (see  Itinerary,  page  154).  In  1856  the  for- 
eign exports  by  the  ports  of  Manta  and  Guayaquil  were 
$2,333,141  50,  of  which  $67,562  12  was  silver  and  silver 
ore.  The  exports  across  the  country  to  New  Granada  were 
about  $300,000,  and  to  Peru  $100,000.  The  imports  for 
the  same  year  were,  through  the  port  of  Guayaquil, 
$2,374,439  38 ;  through  Manta,  $112,267  39 ;  from  New 
Granada,  $40,000 ;  and  from  Peru,  100,000. 

The  chief  exports  consist  of  silver  and  silver  ore,  cacao, 
sombreros  (or  Panama  hats),  tobacco,  cascarilla,  sarsaparilla, 
agave  fibre,  tamarinds,  caoutchouc,  canes,  coffee,  hammocks, 
etc. ;  the  imports,  textiles  of  cotton,  wool,  flax,  and  silk, 
wine,  spirits,  flour,  hardware,  paper,  furniture,  musical  in- 
struments, etc.,  etc. 

Port  Regulations  at  Guayaquil. — There  are  no  quarantine 
regulations.  Tonnage  dues,  25  cts. ;  light  money,  6J  cts. ; 
hospital,  50  cts.  per  day.  Vessels  lie  in  the  stream,  and  are 
loaded  or  discharged  by  means  of  rafts,  $4  to  $5  per  load. 

The  commercial  charge  for  storage  is  1  per  cent.  Mer- 
chandise is  carried  on  by  porters,  who  charge  from  10  to 
50  cents,  according  to  bulk. 

Passengers,  on  landing,  are  obliged  to  present  themselves 
at  the  police-office,  where  their  passports  are  examined. 
Their  baggage  is  examined  at  the  custom-house,  and  no  fees 
are  exacted  with  the  exception  of  those  for  a  new  passport 
on  leaving  the  country. 

The  currency  is  the  same  as  in  Mexico. 

Coin.— I  peso —100  cents =$1  00. 

Weights. — 1  quintal— 4  arrobas  of  25  Ib.  7  oz. 

Measures. — 1  vara=33i  inches  English. 


234 


REPUBLICS   OF  SOUTH  AMERICA, 


Tariff  on  Articles  received  in  Ecuador  from  the  United  States  —  1856. 


FREE   LIST. 


Printed  books  and  music,  maps,  ships'  materials,  fresh  fruits,  vegetables, 
fire-engines,  surgical  and  mathematical  instruments,  agricultural  implements, 
tools  of  emigrants,  useful  machines,  invention's,  etc. 


Denomination  of  Merchandise. 
Alcohol  

Number,  Weight,  or  Measure, 
gallon 

Rate  of  Duty. 

$1  50 

Beef.  

quintal  (101  Ibs  ) 

2  00 

Beer,  ale,  porter,  in  bottles 

dozen 

75 

"       "        "       in  casks  

gallon, 

25 

Brandy  in  bottles  

dozen, 

2  00 

"       in  casks  

gallon, 

50 

Cables  and  cordage  

101  Ibs 

37-t 

Candles  wax  

1.014  Ib 

183- 

u        tallow  

n 

03 

u        spermaceti  

n 

06i- 

Cheese  of  all  kinds  

101  Ibs. 

2  00 

Cider  in  bottles  

dozen, 

1   00 

"     in  casks  

gallon, 

25 

Codfish  

101  Ibs. 

3  00 

Copper  manufactures  of  

1.014  Ib 

06£ 

"       in  bars  

101  Ibs 

2  50 

Cotton  raw                

it 

50 

1  '       manufactures  of  

yard, 

(drills)  02£ 

barrel,  about  200  Ibs 

6  00 

box  of  100  feet  square 

1  00 

101  Ibs. 

50 

each,  for  ladies 

2  00 

Household  furniture  

1  table, 

4  50 

Indian  corn  

101  Ibs. 

1  00 

a 

4  50 

Lead  in  bars  and  sheets  

(4 

1  00 

"     manufactures  of  

11 

1  50 

It 

1  00 

gallon, 

05 

Paper,  writing  

ream, 

25 

1  1      printing  

a 

75 

101  Ibs. 

2  00 

Pitch     

a 

30 

Pork  

it 

2  00 

a 

3  00 

^1 

20 

1  pair. 

1  50 

101  Ibs. 

1  50 

dozen  cakes, 

12^  cts.  to  25 

101  Ibs. 

4  00 

Tallow         

2  00 

Tar  

n 

25 

Teas*    

1.0141b. 

18| 

Tobacco  unmanufactured 

101  Ibs. 

10  00 

"         cierars.  Havana..., 

1000, 

5  00 

*  Teas,  when  imported  direct  from  the  place  of  production  in  American  or  equalized  ves- 
sels, are  free. 


PERU. 


235 


Denomination  of  Merchandise. 

Umbrellas,  silk 

"         cotton 

Wax,  raw,  white 

"     yellow 

Wines,  red 

"      white 

Wood,  boards,  pine 

"      shingles 


Number,  Weight,  or  Measure. 

one, 

dozen, 

101  Ibs. 
(i 

gallon, 

1  foot, 
1000, 


Rate  of  Duty. 
$1  00 

2  00 
9  00 
9  00 

15 
15 
02 

3  36 


The  duties  are  to  be  paid  within  10  days  when  they 
amount  to  $100 ;  within  30  when  from  $100  to  $500 ;  with- 
in 45  from  $500  to  $2000 ;  within  75  from  $2000  to  $6000 ; 
100  from  $6000  to  $12,000 ;  over  $12,000, 150  days.  Be- 
sides the  duties  small  sums  are  levied  as  toll  tax. 

Export  duties :  gold,  J  per  cent,  ad  valorem ;  silver,  1  per 
cent. ;  manglewurzel,  50  cents  per  100  Ibs. ;  straw  for  hats, 
10  per  cent,  ad  valorem. 


PERU. 

THE  Eepublic  of  Peru,  between  latitude  3°  25'  and  21° 
48'  south,  and  longitude  68°  and  81°  20'  west,  embraces  an 
area  of  520,000  square  miles,  and  had,  by  the  census  of 
1852,  a  population  of  2,106,492.  Peru  is  bounded  on  the 
north  by  Ecuador,  on  the  east  by  Brazil  and  Bolivia,  on 
the  south  by  Bolivia  and  the  Pacific,  and  on  the  west  by 
the  Pacific  Ocean,  and  has  a  coast-line  on  the  Pacific  of 
1240  miles. 

The  double  Cordillera  of  the  Andes  traverses  Peru  from 
northeast  to  southwest,  separating  it  into  three  regions.  The 
central  has  an  elevation  of  about  12,000  feet;  the  eastern 
forms  a  part  of  the  great  plain  of  South  America ;  and  the 
western,  between  the  Andes  and  the  Pacific,  has  a  breadth 
of  from  60  to  70  miles.  The  Andes  and  their  branches  are 
estimated  to  occupy  about  200,000  square  miles  of  the  sur- 
face of  Peru.  The  whole  of  the  coast  region  is  arid  and 


236  REPUBLICS  OF  SOUTH  AMERICA. 

barren ;  the  upland  or  central  region  abounds  in  fertile  val- 
leys and  plains.  To  the  east  of  the  mountains  the  country 
is  covered  with  vast  forests,  which  have  as  yet  been  but 
imperfectly  explored.  Between  the  coast  regions  and  the 
mountains  are  numerous  valleys  and  plains  of  great  fertili- 
ty, where  tobacco,  sugar,  maize,  cotton,  indigo,  cocoa,  cochi- 
neal, and  various  tropical  fruits  are  produced,  besides  the 
copaiva,  vanilla,  balsams,  etc.,  and  valuable  cabinet  woods, 
which  are  indigenous.  Here  rain  rarely  falls,  but  fogs  and 
dews  are  frequent.  In  the  central  region  the  grains  of  Eu- 
rope are  successfully  cultivated,  and  the  finest  pasturage  for 
sheep  and  cattle  is  abundant.  The  lama,  alpaca,  guanaco, 
and  vicuna  are  natives  of  this  region,  where  they  abound 
in  great  numbers ;  their  wool,  especially  that  of  the  alpaca, 
is  said  to  be  the  finest  in  the  world  except  the  Cashmere, 
and  forms  an  important  article  of  export.  Here  also  are 
found  the  cinchona-trees,  from  which  the  Peruvian  barks 
of  commerce  are  obtained. 

The  mineral  wealth  of  Peru  is  very  great :  gold,  silver, 
copper,  tin,  iron,  and  saltpetre  are  found  in  abundance ;  the 
region  between  the  mountain  ranges  is  especially  rich  in 
mineral  products. 

A  very  great  source  of  wealth  to  Peru  is  its  deposits  of 
guano,  which  occur  on  the  islands  of  Chincha  and  Lobos 
along  its  coast.  These  were  estimated  in  1842  to  contain 
no  less  than  46,632,000  tons,  valued  at  $20  per  ton;  the 
annual  consumption  was  then  assumed  to  be  about  300,000 
tons. 

Peru  is  politically  divided  into  eleven  departments  and 
two  littoral  provinces,  as  follows,  from  north  to  south : 


Departments. 


Amazonas 

Libertad 

Ancach 

Junin 

Lima 

Huancavelica . 


Population. 

43,074 
266,553 
219,145 
222,949 
259,801 

70,117 


Capitals. 
Chachapoyas. 
Truxillo. 
Huaras. 

Cerro  de  Pasco. 
Lima. 
Huancavelica. 


PERU.  237 


Ayacuchc 

Departments. 

Population. 
132,921 

Capitals. 
Huamanga. 

349,718 

Cuzco. 

Puno  

285,661 

Puno. 

Arequipa 

119,336 

Arequipa. 

Moquega 

61,432 

Tacna. 

Province 

littoral  de  Callao  

8,453 

76,332 

Total..., 

2,106,492 

The  population  consists  of  Spaniards,  native  Indians,  Ne- 
groes, and  the  mixed  races  resulting  therefrom:  whites 
about  400,000 ;  Indians,  1,000,000 ;  the  remainder  Negroes 
and  mixed  bloods. 

Education  in  Peru  is  in  a  very  low  condition,  though 
there  are  many  Lancastrian  schools  in  the  republic,  where 
the  elemental  branches  are  taught.  At  Lima,  the  capital, 
there  is  a  University  and  several  colleges,  but  they  are 
poor  and  thinly  attended.  "  Superior  education  is  confined 
to  a  very  few  among  the  whites,  and  the  ornamental  al- 
most universally  takes  the  precedence  of  useful  instruction. 
There  are  at  the  capital  some  good  libraries  and  a  medical 
college.'7 

"The  established  religion  is  Roman  Catholic,  though 
other  denominations  are  now  tolerated.  The  clergy  are 
said  to  be  careless  of  their  duty  and  lax  in  their  morals." 

Agriculture  is  in  a  very  primitive  state.  Manufactures 
are  also  in  a  backward  condition,  principally  confined  to 
ponchos,  or  loose  cloaks  (some  of  which  are  of  great  fine- 
ness and  beauty),  coarse  blankets,  mats,  hats,  cordage,  and 
the  beautiful  filigree  silver-work  for  which  the  interior  of 
Peru  is  celebrated. 

Lima,  the  capital  of  Peru,  is  situated  on  a  beautiful  and 
extensive  plain  560  feet  above  the  ocean,  and  from  Callao, 
its  sea-port,  distant  about  eight  and  a  half  miles.  It  is 
about  two  miles  in  length,  about  the  same  in  breadth,  and 
is  surrounded  by  massive  brick  walls.  The  Eiver  Bimac 
flows  through  the  city,  and  is  crossed  by  a  fine  stone  bridge 
530  feet  in  length.  The  streets  are  regularly  laid  out,  the 


238  REPUBLICS   OF  SOUTH  AMERICA. 

houses  low,  and  built  of  sun-dried  bricks.  The  grand  plaza 
is  about  500  feet  square,  in  the  centre  of  which  is  a  hand- 
some stone  fountain,  surmounted  by  a  bronze  statue ;  be- 
sides this  there  are  about  thirty  other  open  squares  in  the 
city.  There  are  two  foundling  asylums  and  eleven  public 
hospitals,  one  of  which  has  600  beds.  The  city  contains 
fifty-seven  churches,  sixteen  nunneries,  and  twenty-five 
chapels,  many  of  which  are  rich  in  decorations  of  gold  and 
jewels.  The  church  of  the  Dominican  convent  is  300 
feet  in  length  by  80  in  breadth,  and  has  a  steeple  180  feet 
in  height.  The  convent  of  St.  Francis  covers  two  whole 
squares,  and  has  magnificent  cloisters.  Lima  has  a  Uni- 
versity, numerous  primary  and  two  high  schools,  also  three 
Latin  schools,  and  four  colleges.  There  are  two  theatres, 
an  amphitheatre  for  cock-fighting,  and  another  for  bull- 
fights capable  of  accommodating  12,000  spectators.  The 
manufactures,  which  are  very  limited,  consist  of  gold  lace 
and  fringes,  glass,  cotton  cloth,  cigars,  chocolate,  and  paper. 
Its  population  is  about  100,000,  one  fourth  of  whom  are 
white,  one  fourth  Negroes,  and  the  remainder  Indians  and 
mixed  races.  The  climate  of  Lima  is  delightfully  mild  and 
equable,  ranging  from  60°  to  80°  Fahrenheit.  Eain  is  ex- 
tremely rare.  The  communication  between  Lima  and  Cal- 
lao,  its  sea-port,  is  by  a  railway  eight  and  a  half  miles  in 
length,  built  in  1850-51  by  English  engineers,  with  mate- 
rials brought  from  England.  There  is  another  railway 
running  from  Lima  to  Chorillas,  a  favorite  bathing-place 
on  the  coast,  nine  miles  distant.  The  country  in  the  vi- 
cinity of  Lima  is  exceedingly  pleasing  and  fertile,  produc- 
ing all  the  fruits  and  vegetables  of  the  temperate  zone  in 
abundance.  Earthquakes  occasionally  occur,  but  are  usu- 
ally so  slight  that  they  rarely  create  alarm. 

The  chief  sea-ports  of  Peru  are  Payta,  San  Jose*,  Hu 
anchaco,  Callao,  Islay,  Arica,  and  Iquique.     These  are  the 
ports  of  entry  for  foreign  commerce,  and  are  called  "  los  pu~ 


PERU.  239 

erto  mayores"  or  major  ports.  Tkere  are,  besides  these,  open 
to  the  coasting  trade  and  for  the  exportation  of  the  prod- 
ucts of  the  country,  the  minor  ports  of  Ylo,  Chala,  Pisco, 
Huacho,  Casma,  Pacasmayo,  and  Tumbez,  and  the  small 
harbors  of  Sechura,  Samano,  Santo,  Supe,  Huarmes,  Echi- 
nique,  Chancay,  Aneon,  Cerro  Azul,  Chincha,  Cancato,  JSTas- 
ca,  Quilca,  Cototea,  Morro  de  Sama,  and  Pisaque. 

The  steam-ships  of  the  Pacific  Steam  Navigation  Com- 
pany touch  at  all  the  principal  and  at  most  of  the  minor 
ports  of  Peru  (see  Itinerary,  p.  152,  et  seq.). 

The  chief  staple  of  export  from  Peru  is  guano ;  crifde 
wools,  bar  silver,  copper,  and  tin,  Peruvian  bark,  nitrate  of 
soda,  are  exported  in  considerable  quantities.  The  average 
annual  value  of  .exports,  in  round  numbers,  is  $12,000,000. 
The  chief  imports  are  textiles  of  silk,  linen,  cotton,  wool, 
gold  and  silver  ornaments,  fruits,  provisions,  timber,  furni- 
ture, wines,  and  liquors.  The  average  annual  value  of  im- 
ports, in  round  numbers,  is  $9,500,000.  Of  this  the  United 
States  imports  to  Peru  about  $500,000  per  annum,  and  ex- 
ports about  $2,000,000. 

The  chief  trade  of  Peru  is  with  Great  Britain. 

PORTS. 

The  principal  sea-port  of  Peru  is  Callao.  The  town  is 
badly  built,  and  contains  about  7000  inhabitants.  It  is 
connected  with  Lima,  the  capital,  by  a  good  carriage-road 
and  a  single-track  railway,  which  last  is  used  almost  exclu- 
sively for  passengers.  Callao  possesses  good  shelter  for 
shipping.  Vessels  lie  at  anchor  in  the  harbor  and  discharge 
their  cargoes  by  lighters  and  launches.  There  is  a  circular 
mole  into  which  the  launches  go  to  be  unloaded  by  cranes 
and  winches  upon  a  railroad  track,  which  takes  all  goods 
to  the  custom-house,  where  they  are  deposited  in  the  pub- 
lic stores  for  an  indefinite  time,  under  fixed  rates  of  stor- 
age, from  three  to  twelve  cents  a  package  per  month. 


24:0  REPUBLICS  OF  SOUTH  AMERICA. 

The  general  features  of  commercial  transactions  at  Cal- 
lao,  and  at  the  ports  of  Peru  generally,  are  set  forth  in  a 
communication  of  a  late  date  from  the  consul  of  the  United 
States  at  that  port  as  follows:  "The  most  valuable  arti- 
cles imported  into  this  consulate  are  assorted  merchandise 
from  England,  France,  Italy,  and  the  United  States,  Chili, 
Spain,  and  Ecuador,  viz.,  cottons,  linens,  silks,  wines,  hard- 
ware, etc. ;  from  the  United  States,  domestic  cottons,  furni- 
ture, lumber,  provisions,  etc.  The  export  trade  of  Peru 
consists  chiefly  of  guano,  which  is  sent  to  England,  the 
United  States,  Prance,  and  Spain,  and  in  smaller  quanti- 
ties to  Italy,  India,  and  the  West  Indies.  Crude  wools  are 
largely  exported,  but  the  high  duty  on  them  in  the  United 
States  throws  nearly  all  that  trade  into  Europe,  mostly  to 
England,  where  wool  is  duty  free.  The  same  remark  also 
applies  to  the  barks  of  Peru  and  to  copper.  The  bar  sil- 
ver all  goes  to  England,  because  there  is  no  direct  steam 
navigation  with  the  United  States.  Nitrate  of  soda  is  large- 
ly exported — at  least  600,000  quintals  annually,  valued  at 
$2  per  100  pounds ;  much  of  this  goes  to  the  United  States. 
Dry  and  salted  hides  and  straw  hats  are  exported  in  small 
quantities." 

Pisco,  a  port  for  exportation,  about  100  miles  south  of 
Callao.  A  railway  has  been  projected  to  connect  this  port 
with  "  Yea,"  a  city  in  the  interior,  distant  about  40  miles ; 
this,  when  completed,  will  bring  to  the  sea  the  products  of 
a  very  rich  agricultural  district. 

Arica,  a  major  port,  through  which  a  large  business  for 
Bolivia  is  transacted,  and  the  outlet  of  a  large  mining  dis- 
trict. A  railway  was  constructed  in  1854-5  for  an  En- 
glish company  from  Arica  to  Tacna,  a  distance  of  40  miles, 
by  Walton  W.  Evans,  Esq.,  an  American  engineer.  Six 
and  a  half  per  cent,  on  $2,000,000  was  guaranteed  by  the 
government  of  Peru.  This  road  overcomes  an  elevation 
of  1800  feet  in  its  course.  Over  it  large  quantities  of  goods 


PERU.  241 

are  carried  to  Bolivia.  From  the  interior  of  Bolivia,  coffee, 
tin,  and  copper  barilla  are  brought  over  it  to  Arica  for  ex- 
portation ;  besides  this,  all  of  the  calisaya  bark  and  alpaca 
wool  known  to  trade  finds  its  way  to  the  sea  through  the 
same  channel. 

Iquique. — From  this  port  immense  quantities  of  nitrate 
of  soda  (saltpetre)  are  shipped  to  the  United  States  and 
England,  said  in  amount  to  exceed  30,000  tons  annually. 
Out  of  a  population  of  15,000,  more  than  four  fifths  are  en- 
gaged in  this  trade.  A  railroad  is  projected  from  this  port 
to  "  Terrapaca,"  the  centre  of  the  saltpetre  region,  distant 
from  the  sea-coast  about  fifty  miles :  this  road,  when  com- 
pleted, will  greatly  increase  the  trade. 

There  are  no  navigable  rivers  in  Peru ;  the  interior  trans- 
portation is  effected  principally  by  means  of  mules. 

There  are  no  pilots  (the  nature  of  the  ports  rendering 
them  unnecessary),  no  quarantine  system,  no  light-houses, 
no  hospital  fees  in  Peru.  There  are  no  facilities  for  the  re- 
pair of  ships  in  Peru. 

Tonnage  dues  in  the  ports  of  Peru  are  25  cents  per  ton. 
Port  charges,  exclusive  of  tonnage,  amount  to  about  $25 
at  Callao,  and  $40  at  Payta. 

Passengers  are  allowed  to  land  at  all  the  ports  of  Peru 
as  soon  as  the  captain  of  the  port  has  made  his  visit  on 
board.  No  passports  are  required  on  arriving,  but  they  are 
usually  required  on  leaving  Peru,  and  cost  $3  at  the  offices 
of  the  local  authorities.  Passengers  take  their  baggage  on 
shore  with  them,  or  on  board  of  vessels  in  the  port ;  the  in- 
spector examines  the  luggage  on  the  wharf.  No  fees  are 
exacted. 

CURRENCY. 

The  circulating  currency,  representing  silver,  and  now 
the  only  money  in  common  use  in  Peru,  is  below  the  nom- 
inal standard  about  52  per  cent.  The  rate  of  exchange 

L 


242  REPUBLICS   OF   SOUTH   AMERICA. 

fluctuates  from  five  to  fifteen  per  cent,  on  the  dollar.  The 
dollar  of  Peru  in  invoices  of  export  to  the  United  States  is 
usually  valued  at  from  80  to  85  cents  of  United  States  cur- 
rency. The  Peruvian  dollar  of  pure  silver  (not  in  circula- 
tion) is  worth  about  87-J-  cents  United  States  currency. 
Gold  coins  of  Peru  are  not  now  in  common  use.  Patriot 
doubloons  pass  current  at  $17,  and  of  late  are  worth  three 
per  cent,  premium,  and  but  few  to  be  obtained. 

TARIFF  REGULATIONS. 

The  tariff  is  that  of  November  25th,  1854,  modified  by  a  decree  of  May 
1st,  1855. 

Money. — I  peso  =  100  cents =$1. 

Weights  and  Measures. — 1  quintal=4  arrobas  of  25  Ibs.  7  oz.  each  =  100 
libras  =  101.45  Ibs. ;  1  pound=  1.014  Ib.  English. 

FREE   LIST. 

Principal  articles:  tar;  live  animals;  quicksilver;  iron  chains  and  ca- 
bles; salted  pork  and  beef  in  barrels;  stone  coal;  geographical  charts; 
lumber  for  house-building ;  cooking  apparatus  for  vessels ;  scientific  collec- 
tions and  objects  of  curiosity ;  staves  and  heading  of  all  kinds ;  oakum ; 
fresh  fruits;  printing-presses;  scientific  instruments  of  all  kinds;  cordage 
and  tow ;  bricks ;  iron  bars ;  timber  for  ship-building ;  hops ;  machines  for 
agricultural  and  mining  purposes ;  printed  music ;  sheathing  copper  in 
sheets ;  seeds  of  all  sorts. 

If  imported  through  the  ports  of  Iquique,  Arica,  or  Islay :  fresh  or  salted 
meat ;  barley ;  beans ;  lard ;  lentils ;  and  Indian  corn. 

In  the  port  of  Iquique,  foreign  goods  in  national  vessels,  if  consisting  of 
iron  nails,  steel,  wood,  tallow,  and  articles  of  food  (flour  excepted),  pay  only 
one  half  the  ordinary  duty.  Empty  sacks,  gunny  cloth,  yarn  for  making 
bags,  wood  and  stone  coals,  are  free  under  all  flags. 

PROHIBITED   LIST. 

Gunpowder ;  all  kinds  of  fire-arms  and  munitions  of  war ;  books  offend- 
ing public  morals,  and  eatables  of  bad  quality. 

All  merchandise  imported  direct  from  Europe,  Asia,  or  North  America, 
through  the  larger  ports  of  the  republic,  are  permitted  to  pay  10  per  cent, 
of  the  total  amount  of  duties  levied  in  government  bonds.  Gold  and  silver 
in  bullion  or  coin  are  exempt  from  export  duty. 


PERU. 


243 


Tariff  on  Articles  imported  into  Peru  from  the  United  States. 


Denomination  of  Merchandise. 
Beef.  

Number,  Weight,  or 
Measure. 
101  Ibs. 

Fixed  Value  on. 
$6  50 

Percentage  on 
fixed  Value. 
$0  03 

Beer,  ale,  and  porter,  in  bottles 
"               "           in  casks.. 
Brandy  in  bottles  

dozen, 
gallon, 
dozen,  over  30°, 

specific  duty, 

u 
it 

1  50 
0  25 
1  50 

u       in  casks      

gallon,       " 

<t 

1  50 

u                u 

gallon  under  30° 

it 

1  00 

Cables  and  cordage 

free 

Candles,  tallow  

1.014  Ib. 

specific  duty 

0  12^ 

u        spermaceti  

ii 

it 

0  12^ 

Cheese  of  all  kinds  

101  Ibs 

u 

4  00 

Cider  in  bottles  

dozen, 

It 

1  50 

li     in  casks  

gallon 

It 

0  25 

Codfish     

101  Ibs 

$5  00 

0  10 

Copper,  manufactures  of 

1.014  Ib 

0  37 

0  15 

"       in  sheets  

free. 

Cotton,  raw  

101  Ibs. 

$4  00 

0  01 

"      manufactures  of  

fustian,  dozen, 

6  00 

0  15 

Flour,  wheat  

101  Ibs. 

specific  duty, 

2  00 

Glass,  window  

valuation, 

0  25 

Hams  and  bacon  

1  014  Ib. 

20  cts. 

0  03 

Hats  straw 

free 

"     other  kinds  

valuation, 

0  30 

Household  furniture  

n 

0  30 

Indian  corn  

101  Ibs 

$1  50 

0  20 

IJard.  ... 

u 

specific  duty 

1  00 

Lead  in  bars  and  sheets  

n 

free. 

*'     manufactures  of   

u 

$7  00 

0  20 

Nails,  iron  

It 

5  50 

0  OG 

Oil,  whale  and  other  fish  

gallon, 

0  35 

0  20 

Paints,  common  

101  Ibs. 

7  00 

0  90 

li       fine  in  pots  

dozen, 

0  75 

0  20 

Paper  writing 

valuation 

0  20 

for  music, 

u 

0  10 

Pitch  *  

free. 

Pork  salted 

ti 

Rice..".  

specific  duty, 

2  00 

Rosin  .       

barrel, 

$4  00 

free. 

Shoes  and  boots  leather  . 

dozen 

8  00 

0  30 

Soap,  perfumed  

101  Ibs. 

25  00 

0  20 

Sugar  refined                .    ... 

arroba  2  5  Ibs  7  oz 

specific  duty 

0  30 

Tallow  

101  Ibs. 

ii 

1  50 

Tar       

barrel 

$4  00 

free. 

Teas*         

1  014  Ib 

specific  duty 

0  18J 

Tobacco,  unmanufactured  
'  *        cigars,  Havana  
tt             <c     others  

101  Ibs. 

1.014  Ib. 

n 

ii 
ii 

u 

20  00 
0  62^ 
0  G^i 

dozen 

$40  00 

0  20 

11         cotton         .         .  . 

n 

10  00 

0  20 

101  Ibs 

50  00 

0  20 

"       "      vellow..., 

ii 

30  00 

0  20 

*  Teas  of  all  kinds,  when  imported  direct  from  the  place  of  production  in  American  cr 
equalized  vessels,  are  free  of  duty. 


244  KEPUBLICS   OF   SOUTH  AMEKICA. 


Denomination  of  Merchandise. 
Wines,  red  

Number,  Weight,  or 
Measure, 
dozen  bottles, 

Fixed  Value  on. 
specific  duty, 

Percentage  on 
fixed  Value. 
$1  50 

"      white  

it( 

a 

1  50 

free. 

n 

BOLIVIA. 

THIS  republic  extends  from  10°  30'  to  25°  south  latitude, 
and  from  57°  50'  to  71°  30'  west  longitude,  with  an  area 
of  473,298  square  miles.  Its  greatest  length  is  estimated 
at  about  1000  miles,  and  its  greatest  breadth  at  800.  It  has 
about  250  miles  of  sea-coast.  Population,  according  to  latest 
authorities,  1,425,758.  Bolivia,  in  the  general  characteris- 
tics of  its  topography,  soil,  climate,  productions,  and  inhab- 
itants, does  not  differ  materially  from  Peru,  already  de- 
scribed. Its  facilities  for  internal  navigation  on  the  east 
of  the  Cordilleras  are  very  great  through  the  Eiver  Mar- 
more  and  its  affluents,  whose  waters  flow  into  the  Amazon, 
and  the  Pilcomayo,  whose  waters  empty  into  the  Paraguay, 
thereby  affording  communication  with  the  Atlantic  Ocean. 
The  very  liberal  inducement  offered  to  foreigners  by  the 
government  of  Bolivia  for  navigating  these  rivers  and  set- 
tling her  rich  and  extensive  eastern  plains  promise,  at  no 
distant  day,  to  aid  in  developing  her  vast  resources.  By  a 
decree  promulgated  by  President  Belzu  in  January,  1853, 
navigation  through  the  above-named  rivers  was  declared 
free  and  their  ports  free  to  all  nations ;  a  bounty  of  $10,000 
to  be  awarded  to  the  first  steamer  reaching  any  of  her  river 
ports  from  the  Atlantic,  and  from  one  to  twelve  leagues 
square  of  Bolivian  territory  to  the  individuals  or  companies 
who,  sailing  from  the  Atlantic,  shall  arrive  at  any  of  the 
river  ports  and  desire  to  found  near  them  agricultural  or 
industrial  establishments.  The  commerce  of  Bolivia  is  car- 
ried on  through  its  only  available  sea-port,  Cobija,  and 


BOLIVIA.  245 

through  the  port  of  Arica  in  Peru.  All  of  the  alpaca  wool 
and  calisaya  bark  known  to  commerce  is  produced  in  Bo- 
livia, and  finds  its  way  to  the  market  across  the  narrow 
strip  of  Peruvian  territory  which  separates  Bolivia  from  the 
Pacific  at  Arica.  Deposits  of  guano  exist  along  the  coast, 
and  form  a  considerable  article  of  export.  The  mineral  pro- 
ductions of  Bolivia  are  similar  to  those  of  Peru.  Its  silver 
mines  are  world-famed,  though  from  inefficient  working 
their  produce  has  of  late  years  greatly  declined ;  at  pres- 
ent the  export  of  silver  and  gold  amounts  only  to  about 
$1,400,000  per  annum.  The  entire  exports  are  estimated 
at  $4,000,000  per  annum.  The  imports  by  Cobija  amount 
to  about  $500,000  per  annum,  and  the  internal  traffic  with 
Peru  and  Chili  to  about  $1,500,000.  Manufactures  are  car- 
ried on  on  a  small  scale :  woolen  and  cotton  cloths,  hats  made 
from  the  vicuna  wool,  tin- ware,  and  fire-arms,  are  the  chief. 

Agriculture  is  in  low  condition.  Cocoa,  cotton,  rice,  in- 
digo, coffee,  sugar,  ginger,  and  tobacco,  all  of  excellent  qual- 
ity, are  cultivated. 

Cobija,  or  "Puerto  del  Mar,'1'1  the  only  legal  sea-port  of  Bo- 
livia, is  a  small  town  with  a  population  of  2000.  The  har- 
bor is  bad,  and  the  transportation  of  merchandise  from  this 
place  to  the  interior,  performed  by  means  of  mules,  is  diffi- 
cult and  expensive,  from  which  cause  most  of  the  trade  of 
Bolivia  is  carried  on  through  the  Peruvian  port  Arica.  The 
steam-ships  of  the  British  Pacific  Steam  Navigation  Com- 
pany touch  at  Cobija  four  times  a  month  on  their  upward 
and  downward  voyages  (see  Itinerary,  page  152). 

PORT  CHAEGES. 

There  are  no  pilots  or  wharves,  but  it  is  necessary  to  pay 
mole  and  tonnage  dues — rates  not  ascertained.  Passengers, 
before  entering  Bolivia,  are  required  to  have  passports. 

Money,  weights,  and  measures,  the  same  as  in  Peru. 


246 


REPUBLICS   OF   SOUTH   AMERICA. 


TARIFF  ON  IMPORTS  INTRODUCED  INTO  BOLIVIA 


By  way  of  Arica.       Ad  val. 

Clothing,  and  men's  boots  and 

shoes SOpr.ct. 

Perfumery,  clocks,  playing- 
cards,  cigars,  women's  shoes, 
caps,  and  bonnets,  iron  and 
brass  bedsteads,  sofas,  mir- 
rors, lamps,  candlesticks, 
and  all  other  articles  not 
enumerated  in  this  class.... 20 pr.ct. 

Woolens,  silks,  and  linens 15    " 

All  cotton  goods  except  tucu- 
yas  or  cotton  shirtings 12  " 

Tucuyas 40    " 

Earthen-ware,  glass-ware,  and 
writing-paper 8  " 

Silver  and  gold  plate,  jewelry, 
and  watches 16  " 

Books 12    " 

Quicksilver,  musical  instruments  (ex- 
cept guitars),  agricultural  imple- 
ments, and  for  the  arts  and  trades, 
free. 

Liquors  and  wines  pay  duty  to  Peru,  as 
if  intended  for  consumption  there. 


By  way  of  Cobija.      Ad  val. 
Clothing,  and  men's  boots  and 

shoes,  saddles,  hats,  tucuyas.20pr.  ct. 
All  kinds  of  wines,  liquors,  etc.  18    " 
Perfumery,    clocks,    playing- 
cards,  cigars,  women's  shoes, 
caps,  and  bonnets,  iron  and 
brass  bedsteads,  sofas,  mir- 
rors,   lamps,    candlesticks, 
chandeliers,  gold  and  silver 
lace,  all  kinds  of  haberdash- 
ery, and  all   other   articles 
not  enumerated  in  this  class.  10 pr.  ct. 
Cotton  goods,  except  tucuyas.  5    " 
Earthen-ware,  glass-ware,  writ- 
ing-paper,   silver    or    gold 
plate,  jewelry,  and  watches..  3    " 
Quicksilver,    iron  not  manufactured 
or  wrought  for  manufactures,  mu- 
sical instruments  (except  guitars), 
implements  of  agriculture,  the  arts, 
and  trades,  carriages  and  printing- 
presses,  types,  etc.,  printed   books 
(except  the  2  per  cent,  on  the  libra- 
ry), free. 


Specific  Duties  on  Imports  both  by  Arica  and  Cobija. 


Description  of  Goods. 

Quantities. 

Rates. 

Description  of  Goods. 

Quantities. 

Rates. 

Alforgas     (saddle- 

Galloons   

ounce, 

$0  50 

bags^   .. 

pair, 

$2  50 

Caps  of  fur  

each, 

1  00 

Sugar  

arroba, 

50 

Caps     of    silk     or 

Boots  

dozen, 

6  00 

straw  

u 

1  50 

Bootees  for  men  
11        u  women 

a 
n 

4  00 
1  50 

Caps  for  children.. 
Horseshoes  

u 

dozen 

50 
4  00 

Trunks  

pair, 

5  00 

Toys  of  all  kinds... 

box, 

15  00 

Nails 

pound 

Picklocks  

dozen 

1  50 

Locks  and  keys  
Cigars  

dozen, 
1000 

1  50 
2  00 

Trunks  of  hide  
Gunpowder  

pair, 
pound. 

2  00 
50 

Wax 

arroba 

1  00 

Saddles  

each 

6  00 

Sperm  candles 

dozen 

2  00 

Hats  

u 

2  50 

Bridles  or  bits 

a 

1  50 

Hat-bodies        .  . 

n 

2  00 

Matches  

crross 

2  00 

Shoes  for  women... 

dozen, 

1  50 

Saddle-frames  

each, 

2  00 

"        men  

a 

3  00 

There  is  no  transit  duty  through  Peru.  The  custom- 
house charges  amount  to  about  two  per  cent.  The  higher 
duties  by  Arica  are  for  the  purpose  of  encouraging  com- 
merce through  the  port  of  Cobija.  All  the  foregoing  du- 
ties took  effect  in  November,  1849.  On  the  26th  of  June, 


CHILI. 


247 


1854,  five  per  cent,  ad  valorem  was  added  to  the  rates  by 
Cobija.  All  the  ad  valorem  duties  are  on  the  value  of 
goods  at  Pacific  ports.  Duties  on  all  goods  by  Cobija  are 
adjusted  and  paid  there,  for  which  bonds  are  received,  pay- 
able one  half  in  30  and  the  other  in  120  days.  Payment 
may  be  made  two  thirds  in  the  small  coin  and  the  other 
third  in  government  scrip,  issued  for  a  contingent  reserve 
from  salaries,  worth  from  25  to  50  per  cent.  The  duties  on 
all  goods  by  Arica  for  La  Paz  are  adjusted  and  paid  at  La 
Paz,  and  those  for  all  other  points  at  Oruro. 


CHILI. 

THIS  republic  extends  along  the  Pacific  coast  from  lati- 
tude 24°  to  56°  south,  varying  in  breadth  from  80  to  130 
miles.  The  Pacific  Ocean  forms  its  western  and  southern 
boundaries,  Bolivia  its  northern,  and  the  Andes  its  eastern, 
embracing  (according  to  Lieut.  Gilliss,  TJ.  S.  N.)  an  area  of 
146,300  square  miles.  Population,  by  the  census  of  1857, 
1,468,448,  besides  the  tribes  of  independent  Indians,  esti- 
mated at  25,000  or  30,000. 

Chili  is  divided  into  thirteen  provinces  and  three  colo- 
nies, named  in  the  order  of  their  situation  from  north  to 
south,  as  follows : 


Atacama  PC 

p.    55,567 
119,991 
121,654 
203,113 
124,600 
206,919 
84,461 
168,807 

Nuble   

PC 

p.  110,219 
122,281 
48,995 
31,983 
65,743 
136 
3,826 
153 

CoQuimbo  

Concepcion 

Aconcagua  

Araucania 

Santiago    

Valdivia 

"Valparaiso               ..... 

Chiloe 

Colchagua.  

Juan  Fernandez  Colony. 
Llanquihue 
Magellanic 

Talca   

Maule  

1,468,448 

The  great  Andean  chain  (which  attains  its  maximum  el- 
evation in  Chili)  occupies  quite  two  thirds  of  the  surface  of 
the  republic.  The  two  most  northern  provinces,  Atacama 


248  KEPUBLICS  OF  SOUTH  AMERICA. 

and  Coquimbo,  are  occupied  by  mountain  ranges  rich  in 
mineral  deposits,  but  mostly  barren  in  their  agricultural 
productions,  and  do  not  supply  the  necessities  of  one  half 
of  their  limited  population.  But  the  remaining  eleven 
provinces  of  the  republic  possess  much  fertile  and  culti- 
vated land;  besides  raising  enough  for  their  own  wants 
and  supplying  the  northern  deficiency,  they  export  agricul- 
tural produce  to  the  amount  of  over  $2,250,000  annually. 
Santiago,  Valparaiso,  Colchagua,  Nuble,  Concepcion,  and 
Chiloe  comprise  the  chief  agricultural  districts.  The  prin- 
cipal grains  raised  are  wheat,  barley,  oats,  and  maize ;  ex- 
cellent potatoes  are  also  produced.  In  the  provinces  of 
Aconcagua,  Santiago,  and  Valparaiso  fruits  of  both  the  tem- 
perate and  tropical  climates  are  abundant.  Nuble,  Concep- 
cion, Valdivia,  and  Chiloe  produce  large  quantities  of  valu- 
able timber.  In  Aconcagua,  Santiago,  Colchagua,  Maule, 
Nuble,  Concepcion,  and  Araucania  cattle-raising  is  exten- 
sively carried  on. 

Almost  the  whole  extent  of  the  Eepublic  of  Chili  is  rich 
in  mineral  productions,  but  the  chief  mining  districts  are 
in  the  provinces  of  Atacama  and  Coquimbo.  The  exports 
of  gold,  silver,  and  copper  are  estimated  at  over  $15,000,000 
per  annum. 

Coal  of  fair  quality  is  abundant  and  extensively  mined 
in  the  province  of  Concepcion.  These  mines  were  opened 
in  1840,  at  a  heavy  expense,  by  the  Pacific  Steam  Naviga- 
tion Company,  and  now  produce  over  300,000  tons  an- 
nually. 

The  entire  exports  of  the  republic  for  the  year  1857, 
which  may  be  considered  as  the  annual  average,  were  as 
follows : 


Bars 


CHILI.  249 


Bars  of  gold  and  gold  coin...   $49  7, 736  Butter  and  cheese $36,055 

Silver  and  silver  ore 4,725,655  Tallow  and  lard 2,729 

Copper  and  copper  ore 10,760,589  Hides,  horns,  and  hoofs....  501,104 

Wheat 1,050, 718  Goat,  sheep,  and  chinchil- 

Flour 798,112     la  skins 40,861 

Biscuit,  bread,  and  frango-                    Wool 397,643 

lio 108,223  Assorted  provisions 27,189 

Barley 25 7, 9 70  Dried  fodder 41,790 

Beans 24,904  Cords,  rope,  and  rigging..  18,464 

Potatoes 35,506  Planks  and  lumber 265,287 

Wine  and  chicha 1,612  Coal 176,765 

Nuts,  dried  and  fresh  fruits        89,052  Guano 5,600 

Salt  beef. 10,880  Miscellaneous 143,009 

Jerked  beef 104,173         Making  a  total  of.... $20, 12 1,626 

The  climate  is  equable  and  healthy.  The  interior  is  hot- 
ter than  the  coast.  In  the  former,  at  the  northern  portion 
of  the  republic,  the  thermometer  often  rises  to  90°  and  95° 
in  the  shade  during  the  summer  months  of  January  and 
February ;  on  the  latter,  at  the  same  season,  it  is  seldom 
higher  than  85°.  North  of  the  parallel  of  27°  it  seldom  or 
never  rains,  but  heavy  dews  are  frequent.  In  the  central 
portion  of  the  republic,  during  June,  July,  and  August  (the 
winter  months  of  the  southern  hemisphere),  occasional  rains 
occur,  and  the  thermometer  falls  as  low  as  49°  Fahrenheit; 
and  in  December,  January,  and  February  it  rises  to  about 
90°.  During  these  months  no  rain  falls,  but  the  night 
breezes  from  the  sea  render  the  temperature  refreshing. 
The  mean  annual  temperature  at  Santiago  is  70°.  From 
thence  southward  the  mean  temperature  declines,  and  the 
humidity  of  the  atmosphere  increases,  until,  at  the  extreme 
southern  portions,  rains  are  frequent  and  severe  at  almost 
every  season.  Earthquakes  are  common. 

The  inhabitants  of  Chili  are  mostly  descendants  of  the 
Spaniards,  the  aboriginal  tribes,  and  admixtures  of  these. 
It  is  estimated  that  not  more  than  one  fourth  are  of  pure 
Spanish  blood.  There  is  a  small  proportion  of  Negroes  and 
Mulattoes.  The  foreign  population  was  estimated  in  1854 
at  19,699,  viz. :  11,324  natives  of  the  Argentine  Eepublic, 
1934  English,  1929  Germans,  1650  French,  680  Americans, 
915  Spaniards,  399  Italians,  168  Portuguese,  599  Peruvians, 

and  71  Chinese. 

L2 


250  KEPUBLICS   OF  SOUTH   AMERICA. 

Agriculture  and  mining  are  the  chief  employments  of 
the  Chilenos.  Manufactures  of  cotton,  wool,  glass,  silk 
laces,  fringes,  gold  and  silver  embroidery  (wrought  by 
hand),  utensils  and  ornaments  of  gold  and  silver,  copper 
utensils,  leather,  etc.,  are  carried  on  to  some  extent,  but  do 
not  form  an  important  item  in  the  resources  of  the  country. 

The  Chilenos  are  more  enterprising  than  the  inhabitants 
of  most  of  the  South  American  states,  and  the  haciendados, 
or  planters,  and  merchants  often  accumulate  large  amounts 
of  property.  With  the  exception  of  those  destined  for  the 
learned  professions,  they  have  generally  but  little  educa- 
tion. Their  educational  system  is,  however,  more  efficient 
than  any  of  the  other  South  American  states.  There  are 
in  the  republic  562  schools  for  males  and  295  for  females. 
The  books  are  furnished  by  the  government.  There  are 
two  normal  schools  in  a  flourishing  condition;  a  govern- 
ment university  and  theological  seminary,  a  school  of  ag- 
riculture, a  naval  school  under  the  direction  of  the  minis- 
ter of  marine,  and  a  military  school  under  the  care  of  the 
minister  of  war :  these  last  are  all  at  Santiago,  the  capital, 
where  is  also  a  government  library  of  22,000  volumes, 
founded  by  the  Jesuits. 

The  established  religion  is  Eoman  Catholic.  While  the 
public  services  of  other  denominations  are  not  permitted, 
their  private  exercise  is  not  interfered  with. 

The  city  of  Santiago,  situated  100  miles  in  the  interior, 
southeast  from  Valparaiso,  is  the  capital  of  the  republic 
and  seat  of  government.  It  occupies  nearly  seven  square 
miles.  It  is  regularly  laid  out  into  squares  of  420  feet 
each  way.  Most  of  the  houses  are  of  one  story,  and  built 
of  sun-dried  brick,  plastered  and  whitewashed.  Santiago 
possesses  quite  a  number  of  fine  public  edifices,  among 
which  the  Mint  is  the  most  extensive  and  imposing.  Its 
architecture  is  of  the  Doric  style,  and  covers  about  400 
square  feet.  It  was  built  by  the  Spanish  government  at 


CHILI.  251 

the  close  of  the  last  century,  and  cost  nearly  a  million  of 
dollars.  It  has  numerous  churches,  several  extensive  hos- 
pitals and  alms-houses,  and  several  institutes  of  learning, 
which  have  been  already  referred  to.  Connected  by  rail- 
way with  the  chief  sea-port,  Valparaiso,  it  is  the  chief  mart 
for  the  interior  commerce  of  the  republic.  Population 
about  90,000.  An  astronomical  observatory  was  establish- 
ed at  the  city  of  Santiago  by  Lieut.  Gilliss,  U.  S.  1ST.,  under 
orders  from  the  United  States  government,  in  1851. 

The  ports  of  chief  importance  in  Chili  from  north  to 
south  are  as  follows,  viz. : 

Caldera. — Here  is  a  fine  bay  of  nearly  square  form,  about 
a  mile  across,  with  neither  internal  nor  external  dangers, 
and  deep  water.  At  the  southeast  quarter  is  a  long  pier, 
which  serves  for  loading  and  discharging  vessels.  The  ex- 
ports are  silver  and  copper.  The  Copiapo  Railway,  which 
was  commenced  in  1850  and  completed  in  1852,  under  the 
direction  of  Mr.  William  Wheelwright,  connects  Caldera 
with  the  city  of  Copiapo,  fifty  miles  in  the  interior,  since 
which  time  it  has  been  run  with  great  success,  developing 
the  wonderful  mineral  wealth  of  that  region,  and  paying 
16  per  cent,  dividends  on  its  capital,  which  is  equal  to  20 
per  cent,  on  its  cost.  It  overcomes  1300  feet  elevation.  Its 
chief  business  is  bringing  copper  and  silver  ore  to  the  coast, 
and  carrying  to  the  interior  coal  for  smelting  purposes,  also 
provisions  and  building  materials.  In  1854  this  railroad 
was  extended  to  a  point  24  miles,  in  the  interior,  and  2195 
feet  above  the  sea.  This  extension,  as  well  as  the  original 
line,  was  built  and  is  still  owned  by  a  Chileno  Company. 
In  1858  Walton  W.  Evans,  Esq.,  of  New  York,  constructed 
for  an  English  company  a  branch  line  to  this  railway,  26 
miles  in  length,  terminating  at  Chanarcilla,  one  of  the  rich- 
est silver  mining  districts  known.  The  summit  is  more 
than  1300  feet  higher  than  any  other  summit  in  the  world 
over  which  a  locomotive  has  climbed,  its  elevation  above 


252  REPUBLICS   OF   SOUTH   AMERICA. 

the  sea  being  4467  English  feet.  Another  branch  to  the 
Copiapo  Railway  is  contemplated  and  has  been  surveyed; 
it  is  to  connect  Copiapo  with  the  rich  silver  mining  district 
of  Tres-Puntas,  in  the  desert  of  Atacama,  and,  if  built,  will 
give  great  activity  to  rich  copper  and  gold  mines  in  that 
region.  It  will  be  54  miles  in  length,  and  terminate  at  a 
point  6400  feet  above  the  level  of  the  ocean. 

Huasco  is  a  port  of  entry,  though  scarcely  more  than  an 
open  roadstead.  It  exports  copper  and  copper  ore,  and  im- 
ports supplies  for  the  mining  population  of  this  portion  of 
the  province  of  Atacama. 

Coquimbo. — The  business  of  this  port  is  the  same  as  Hu- 
asco. There  is  good  shelter  for  vessels.  A  railway  is  in 
course  of  construction  from  the  port  to  Serena,  8  or  9  miles 
in  length ;  it  is  intended  to  extend  this  to  a  rich  copper  dis- 
trict, and  terminate  it  at  30  or  40  miles  from  Coquirnbo. 
Large  quantities  of  rich  copper  ores  are  found  in  this  region. 

Tongoy^  a  small  port  for  coasting  trade,  30  miles  south  of 
Coquimbo.  A  railway  has  been  surveyed  from  this  port 
to  the  rich  copper  mines  of  Tamaya,  and  thence  to  Ovalle, 
a  town  in  the  interior,  about  40  miles  from  the  sea-coast. 
If  built,  this  road  will  assist  in  developing  one  of  the  richest 
copper  districts  in  the  world.  Senor  Don  Jose  V.  de  Ur- 
menita,  of  Chili,  has  a  mine  in  this  region  which  yields  a  net 
revenue  of  over  $500,000  annually.  The  copper  vein  in 
this  mine  is  about  15  feet  thick,  and  yields  ores  from  30  to 
70  percentum  of  pure  metal. 

Valparaiso. — This,  is  the  greatest  port  and  city  of  the 
whole  South  Pacific  coast.  It  is  situated  in  latitude  33°  2'. 
The  port  is  a  semicircular  bay  about  two  miles  in  breadth, 
and  open  to  the  westward.  Shelter  is  secure  except  in  the 
winter  months. 

The  great  depth  of  water  near  the  shore  has  thus  far  pre- 
vented the  establishment  of  wharves  for  loading  and  dis- 
charging cargoes,  and  these  operations  are  safely  accom- 


CHILI.  253 


plished  by  means  of  launches,  to  and  from  which  all  pack- 
ages are  carried  through  the  surf  on  men's  shoulders.  The 
harbor  is  well  defended  by  several  forts. 

The  city  stands  upon  a  steep  declivity  and  in  the  ravines 
along  its  bay  to  the  northward.  It  is  mostly  constructed 
of  adobe  or  sun-dried  bricks.  It  is  well  paved,  but  has  few 
remarkable  edifices.  There  is  an  English  church,  where  the 
Episcopal  service  is  performed  every  Sabbath ;  also  a  free 
Protestant  chapel  has  been  permitted.  The  hotels  are  nu- 
merous, but  indifferent.  There  are  two  clubs,  conducted 
after  the  English  fashion.  There  is  also  one  large  theatre. 
The  city  is  lighted  with  gas,  and  is  supplied  with  good  wa- 
ter from  basins  built  on  the  eminences  back  of  the  town, 
and  conveyed  throughout  the  city  in  iron  pipes ;  both  these 
improvements  are  due  to  Mr.  William  Wheelwright,  an 
American  gentleman,  whose  name  is  identified  with  almost 
every  important  internal  improvement  which  has  been  es- 
tablished in  Chili  for  the  last  twenty  years.  Valparaiso 
monopolizes  most  of  the  foreign  trade  of  Chili.  Its  direct 
imports  in  1850  were  $11,110,844,  against  the  entire  imports 
of  the  republic  for  that  year,  amounting  to  $11,500,968,  or 
over  -|fths  of  its  entire  importing  trade.  There  is  a  mag- 
netic telegraph  line  connecting  Valparaiso  with  Santiago, 
the  capital  and  seat  of  government  of  the  republic,  100  miles 
in  the  interior.  There  is  also  a  railway  in  process  of  con- 
struction from  Valparaiso  to  Santiago.  Forty  miles  of  this 
road  (with  the  exception  of  one  tunnel)  has  been  completed 
and  opened  for  travel ;  the  remainder  has  progressed  but 
slowly  of  late,  on  account  of  the  difficulties  attending  its 
construction  and  the  disturbed  political  state  of  the  country. 
It  is  now  in  the  hands  of  the  government,  and  they  pro- 
pose to  complete  the  whole  line  in  three  years,  but  this  is 
very  doubtful.  The  population  of  Valparaiso  is  about 
45,000. 

Constitution,  at  the  mouth  of  the  River  Maule,  is  the  out- 


254  REPUBLICS   OF   SOUTH  AMERICA. 

let  of  a  rich  and  productive  agricultural  district.  Popula- 
tion of  the  city  between  4000  and  5000. 

Tome,  a  small  port,  with  a  business  similar  to  Constitucion. 

Talcahuano  possesses  a  fine  harbor,  and  is  the  entrepot 
for  the  trade  of  a  large  and  fertile  surrounding  district. 
The  town  is  well  built  and  flourishing.  Population  5000. 
Extensive  coal  deposits  exist  in  the  vicinity  of  Talcahuano. 
It  is  proposed  to  connect  Talcahuano  with  Concepcion,  a 
city  of  considerable  importance  about  12  miles  in  the  in- 
terior. Its  business  will  be  in  passengers  and  general  mer- 
chandise. 

Coronel  and  Lota. — At  these  ports  extensive  deposits  of 
coal  exist,  and  form  a  large  item  of  export.  At  Lota  is  a 
coaling  depot  for  the  steam-ships  of  the  Pacific  Steam  Nav- 
igation Company. 

Valdivia  is  a  secure  harbor,  formed  by  the  estuary  at  the 
mouth  of  the  river  of  the  same  name.  The  export  trade 
here  is  in  the  agricultural  products  of  the  rich  surrounding 
country.  Lumber  is  largely  exported.  The  city  of  Val- 
divia is  8  miles  from  the  rnouth  of  the  river,  which  is  nav- 
igable for  large  vessels  to  this  point,  and  navigable  for  boats 
for  12  leagues  farther.  A  colony  of  Germans  have  settled 
in  this  vicinity. 

Ancud  and  Albuco,  ports  of  the  island  and  province  of 
Chiloe,  and  Puerto  Montt — these  three  are  all  small  ports 
of  export  for  lumber  and  provisions. 

The  ships  of  the  Pacific  Steam  Navigation  Company 
touch  at  all  the  above-mentioned  ports  (see  Itinerary,  page 
154,  et  seq.). 

The  imports  of  Chili  consist  chiefly  of  distilled  spirits, 
ale  and  porter,  alpaca  goods,  baizes,  bedsteads,  books,  but- 
tons, cabinet-ware,  calicoes,  candles,  canvas,  carpets,  car- 
riages, cassimeres,  cigars,  clothing,  cotton  and  woolen  goods, 
crape  shawls,  drugs,  earthen  and  glass  ware,  gloves,  gold  in 
bars  and  coin,  gunpowder,  horned  cattle  and  horses,  house- 


CHILI. 


255 


hold  furniture,  indigo,  iron  and  iron  goods,  jewelry  and  cut- 
lery, leather,  linen  goods,  machinery,  matches,  mate,  merino 
cloths,  muslins,  molasses,  oils,  paints,  paper,  perfumery,  pi- 
anos, quicksilver,  raisins,  rice,  rigging,  salt,  satin  goods, 
shoes  and  boots,  silks,  silver  coin  and  bars,  soap,  steel,  straw 
goods,  sugar,  tea,  tobacco,  umbrellas  and  parasols,  velvets, 
watches,  wax,  wines,  and  wool  shawls.  Among  the  coun- 
tries furnishing  these  goods,  England  holds  commercially 
the  first  rank,  France  the  second,  United  States  the  third. 
Germany,  Switzerland,  Belgium,  Spain,  Central  America, 
Peru,  and  Bolivia  also  export  to  Chili  certain  of  their  man- 
ufactures and  productions.  Previous  to  the  establishment 
of  the  Panama  Eailway  the  European  trade  with  Peru  was 
all  carried  on  around  Cape  Horn,  but  since  the  completion 
of  that  road  in  1855  large  amounts  of  the  most  valuable 
goods  have  been  sent  by  the  direct  route  to  the  port  of 
Aspinwall,  and  across  the  Isthmus  by  the  Panama  Eailway, 
and  from  thence,  by  the  steamers  of  the  Pacific  Steam  Nav- 
igation Company,  to  the  ports  of  Peru.  The  transportation 
by  this  route  to  South  America  for  European  goods,  as  well 
as  American,  is  steadily  and  rapidly  increasing. 

Tariff  of  CJiili  on  Articles  received  from  the  United  States. 


Denomination  of  Merchandise. 
Beef.  

Number,  Weight,  or  Measure, 
quintal  (101  Ibs.) 

Rate  of 
Duty. 

$  7  00 

Percentage, 
Duty  on 
fixed  Value. 
free. 

Beer,  ale,  porter,  in  bottles 
"            "      in  casks.. 
Brandy  in  bottles  

dozen,  specific  duty, 
gallon, 
dozen, 

1  00 
0  25 
3  00 

**       in  casks     .  . 

gallon,           " 

1  00 

Cables  and  cordage  
Candles,  wax  

1.014  Ib. 

valuation, 

$0  50 

$0  25 
0  25 

"        tallow  

101  Ibs. 

16  00 

0  25 

1.014  Ib. 

0  40 

0  25 

n 

0  18| 

0  25 

same  as  beer. 

(4 

Codfish  

101  Ibs. 

6  00 

0  25 

Copper,  manufactures  of.. 
*  '       in  bars      

1.014  Ib. 
101  Ibs. 

0  40 
13  00 

0  25 
0  25 

101  Ibs.,  picked, 

8  00 

0  25 

*  '      manufactures  of.  .  . 
Flour,  wheat... 

lib. 
quintal,  if  price  is  under  $4, 

0  37* 

0  25 
0  25 

256 


REPUBLICS  OF  SOUTH  AMERICA. 


Denomination  of  Merchandise. 

Glass,  window 

Hams  and  bacon 

Hats,  straw 

Household  furniture 

Indian  corn 


Lard 

Lead  in  bars  and  sheets. . . 

* l  manufactures  of. 

Nails,  iron 

Paints 

Paper,  writing 

"  printing 

Pitch 

Pork 

Rice 

Rosin 

Shoes,  boots,  and  leather. 
Soap,  common 

"  perfumed 

Sugar,  refined 

Tallow 

Tar 

Teas 

Tobacco,  unmanufactured 

"  cigars 

Umbrellas,  silk 

"  cotton 

Wax,  raw,  white 

"  yellow 

Wines,  red 

"  white 

Wood,  boards,  pine 


Number,  Weight,  or  Measure. 

100  superficial  feet, 
1.014  Ib. 


fanega,  if  price  is  under  $3, 
"  "         over    $3, 

1.014  Ib. 

101  Ibs. 
l.OU  Ib. 
101  Ibs. 


101  Ibs. 

n 

Carolina,  101  Ibs. 

101  Ibs. 

dozen,  for  men,  calf-skin, 

101  Ibs. 

1.014  Ib. 

arroba  of  25  Ibs.  7  oz. 

101  Ibs.  (raw) 
n 

pound,  specific  duty, 

monopoly. 

per  pound, 

each, 

dozen, 

101  Ibs. 

a 

gallon,  specific  duty, 

u  « 

1000  feet, 


Kate  of 
Duty. 

Percentage, 
Duty  on 
fixed  Value. 

$3  00 

$0  25 

0  14 

0  25 

valuation, 

0  25 

u 

0  25 

0  25 

» 

free. 

$o  121- 

0  25 

free. 

6  00 

8  to  12£c. 

$6  00 

0  25 

valuation, 

0  25 

ti 

0  25 

$2  00 

free. 

8  00 

it 

5  50 

0  25 

2  00 

free. 

18  00 

0  15 

6  00 

0  25 

0  40 

0  25 

2  00 

0  25 

7  00 

0  OG 

2  00 

free. 

0  25 

0  75 

2  50 

0  25 

6  50 

0  25 

0  50 

0  25 

0  50 

0  25 

0  25 

0  37i 

35  00 

free. 

PORT  CHARGES. 

The  port  charges  of  Chili  are  as  follows :  Tonnage  dues, 
25  cents  per  ton ;  light  dues  (where  light-houses  exist),  3-J 
cents  per  ton ;  captain  of  the  port's  fees,  $4 ;  harbor-mas- 
ter's fees,  $8.  National  or  foreign  vessels  of  war,  national 
or  foreign  steamers,  whale-ships,  vessels  in  distress  or  in 
ballast,  or  discharging  under  twenty  packages,  are  exempt 
from  tonnage  and  light  dues.  When  tonnage  dues  have 
been  paid  at  one  port,  they  are  not  levied  in  another. 


MEXICO, 


THE  chief  and  almost  the  sole  communication  between 
the  Pacific  coast  of  this  country  and  the  Panama  Railroad 
is  by  the  vessels  of  the  Pacific  Mail  Steam-ship  Company 
and  the  steamers  of  Flint  and  Holliday's  Oregon  and  Cali- 
fornia Line.*  Occasional  British  men-of-war,  however, 
bring  shipments  of  silver  from  the  Mexican  Pacific  coast 
to  Panama  for  transportation  over  the  railroad  for  English 
ports. 

AcapulcOj  the  first  Mexican  port  of  entry  of  the  Pacific 
Mail  Steam-ship  Company's  steamers  on  their  upward  voy- 
age, is  situated  in  latitude  16°  55'  north,  1440  miles  from 
Panama.  Its  harbor  is  one  of  the  finest  on  the  whole  Pa- 
cific coast.  The  Pacific  Mail  Steam-ship  Company  have 
established  an  agency  there,  and  a  depot  for  coals,  from 
which  their  vessels  are  supplied  on  their  upward  and 
downward  voyages ;  they  also  take  in  occasional  supplies 
of  fresh  provisions  at  that  port. 

Although  the  State  of  Guerrero,  in  which  the  port  of 
Acapulco  is  situated,  is  rich  in  mineral  resources,  possess- 
ing extensive  deposits  of  silver,  gold,  and  copper,  and  a 
soil  and  climate  capable  of  raising  the  tropical  staples  in 
abundance,  its  commerce  has  for  many  years  been  very 
small.  Its  exports  of  silver  for  the  year  1860,  by  the  Pa- 
cific Mail  Steam-ship  Company's  steamers,  amounted  to  a 
little  more  than  $200,000,  chiefly  the  returns  from  foreign 

*  The  offices  of  this  Company  are  at  No.  88  Wall  Street,  New  York,  and 
407  Washington  Street,  San  Francisco. 


258  MEXICO. 

goods  for  Acapulco  and  the  interior.  In  1856  tlie  legal  re- 
turns of  specie  exported  from  the  port  of  Acapulco  amount- 
ed only  to  $32,485.  Eecently,  however,  the  government 
roads  from  Acapulco  to  the  city  of  Mexico  have  been  re- 
opened, and  regular  weekly  communication  established 
with  the  city  of  Mexico,  which  has  given  a  fresh  impetus 
to  trade  at  this  port.  Population  of  Acapulco  about  4000. 

About  325  miles  to  the  northeast  from  Acapulco  is  the 
port  of  Manzanilla,  situated  in  the  State  of  Colima,  and  is 
the  port  of  export  and  import  for  a  wide  extent  of  rich 
mining  country  in  the  interior.  The  city  of  Colima,  the 
capital  of  the  state,  28  leagues  in  the  interior,  is  a  flourish- 
ing city,  containing  about  32,000  inhabitants.  The  ex- 
portation of  silver  from  Manzanilla  previous  to  the  year 
1860,  according  to  the  custom-house  records  of  that  port, 
amounted  to  about  $500,000  per  annum ;  but  recently,  on 
account  of  the  difficulty  and  danger  attending  transporta- 
tion of  goods  and  treasure  to  the  Gulf  ports,  via  the  capi- 
tal, from  the  adjoining  states  Jalisco  and  Michoacan,  a  large 
portion  of  their  trade  has  been  carried  on  through  the  port 
of  Manzanilla,  and  the  exports  of  silver  have  increased  to 
over  four  millions  of  dollars  for  the  year  1860,  with  a  pros- 
pect of  much  greater  increase  for  the  present  year,  1861. 
Silver,  the  chief  export  of  the  Pacific  ports  of  Mexico,  is 
the  only  export  at  Manzanilla ;  this  is  shipped  on  the  vessels 
of  the  Pacific  Mail  Steam-ship  Company,  which  touch  there 
on  their  downward  voyages,  for  Panama.  From  Panama 
it  goes  to  Aspinwall  by  the  Panama  Eailroad,  and  from 
thence  to  England  by  the  British  West  India  Mail  Line. 

The  remaining  Pacific  ports  of  Mexico  —  San  Bias,  in 
the  State  of  Jalisco,  228  miles  northeast  from  Manzanilla ; 
Mazatlan,  in  the  State  of  Sinaloa,  140  miles  northeast  from 
San  Bias;  Guaymas,  in  the  State  of  Sonora,  400  miles 
northeast  of  Mazatlan;  .and  Cape  St.  Lucas,  220  miles 
southwest  from  Guaymas,  and  1066  miles  from  San  Fran- 


MEXICO.  259 

cisco,  are  touched  at  by  the  steamers  of  the  San  Francisco 
and  Oregon  Line,  and  will  connect  with  the  Pacific  Mail 
Company's  steamers  at  Manzanilla.  Correct  commercial 
data  of  these  ports  are  not  at  present  attainable.  The 
British  government  keeps  constantly  on  the  coast  of  Mex- 
ico a  ship  of  war,  which  receives  from  mercantile  houses  at 
the  various  ports  above  mentioned  (brought  from  the  min- 
ing districts  of  the  interior)  silver  in  coin  and  bars,  vary- 
ing in  amount  from  three  to  six  millions  of  dollars  per  an- 
num, which  is  taken  to  the  port  of  Panama  for  transporta- 
tion over  the  Panama  Railroad  to  Aspinwall,  and  from 
thence  to  England  by  the  ships  of  the  British  West  India 
Mail  Line.  All  this  treasure  is  consigned  to  the  Bank  of 
England.  So  soon  as  the  recently  organized  line  from  San 
Francisco  to  these  Mexican  ports  shall  have  become  thor- 
oughly established,  it  is  expected  that  a  large  portion,  if 
not  the  entire  amount,  of  this  treasure  will  find  its  way  to 
the  port  of  Manzanilla  for  reshipment  to  Panama  by  the 
Pacific  Mail  Steam-ship  Company's  steamers. 

The  merchandise  for  the  Pacific  Mexican  ports  has,  until 
very  recently,  reached  them  chiefly  from  England  via  Cape 
Horn ;  but  large  amounts  of  goods  have,  during  the  past 
year,  been  received  at  the  port  of  Aspinwall  by  the  Pana- 
ma Railroad's  line  of  sailing  vessels  from  New  York,  and 
by  Holt's  propeller  line  from  England,  and  transported 
over  the  road  for  shipment  by  the  Pacific  Mail  Steam-ship 
Company's  steamers,  and  this  trade  is  rapidly  increasing. 

Through  bills  of  lading  are  now  issued  at  the  office  of 
the  Panama  Railroad  Company  in  New  York  for  goods 
from  thence  to  the  Mexican  ports  of  Acapulco  and  Man- 
zanilla at  rates  varying  from  $50  to  $60  per  ton  of  forty 
feet. 

The  Pacific  Mail  Steam-ship  Company's  steamers  now 
stop  at  the  port  of  Manzanilla  monthly,  on  their  upward 
and  downward  voyages,  leaving  New  York  and  San  Fran- 


260  MEXICO. 

cisco  on  the  llth,  and  arriving  at  Manzanilla  about  the 
28th  of  each  month. 

PASSENGER  REGULATIONS  AT  THE  MEXICAN  PORTS. 

"  Every  passenger  arriving  at  the  ports  of  the  republic 
shall  be  free  to  land  without  passport  or  letter  of  security, 
and  shall  be  at  liberty  to  take  ashore  a  small  bundle  of 
wearing  apparel. 

"  Every  passenger  can  enter  free  of  duty  ten  pounds  of 
cigars  or  cigarettes,  one  bottle  of  snuff,  two  bottles  of  wine 
or  liqueur,  two  watches,  with  their  chains  and  seals,  one 
pair  of  pistols,  one  sword,  one  rifle,  musket,  or  carbine,  and 
a  pair  of  musical  instruments,  except  pianos  or  organs. 

"  Passengers  are  prohibited  the  introduction  with  their 
luggage  of  goods  by  the  piece,  jewelry,  gold  or  silver 
wrought,  unless  of  personal  wear,  or  of  any  other  commer- 
cial commodity  specified  in  this  ordinance ;  but  should 
they,  through  ignorance  or  as  presents,  bring  in  small 
quantities  of  any  of  these  articles,  by  making,  before  the 
commencement  of  the  examination,  a  declaration  on  oath 
of  the  fact,  the  officer  of  the  customs  shall  appraise  the  ar- 
ticles, and  collect  corresponding  duties. 

"  The  dispatch  of  private  apparel  and  jewelry  is  at-  the 
discrimination  of  the  custom-house  officers,  with  due  re- 
gard for  the  character  and  personality  of  travelers. 

"  Operatic  or  comic  artists  shall  be  permitted,  besides  the 
exemptions  already  conceded  to  passengers,  to  introduce 
free  of  duty  their  scenic  costumes  and  ornaments,  provided 
the  same  make  a  part  of  their  luggage  and  be  not  excess- 
ive. Should  the  officers  consider  the  amount  in  excess, 
they  shall  collect  30  per  cent,  ad  valorem,  or  by  appraise- 
ment, to  be  practiced  in  the  manner  prescribed  for  goods 
entered  under  appraisement.  The  supreme  government 
will  ordain  what  is  convenient  as  regards  the  privileges 
and  exemptions  to  be  extended  to  emigrants  or  colonists." 


MEXICO. 


261 


Currency  of  Mexico. 

1  onza gold =$16  00 

1  peso silver =  1  00 

Ireal "     =  0  12£ 

1  medio  real.     "     =  0  06£ 

1  quartillo.... copper =  0  03g 

1  tlaco "      =  0 


Weights. 

I  onza =     1  ounce. 

1  marco =       ^  Ib. 

1  libra =     1  Ib. 

1  arroba =  25  Ibs. 

1  quintal =100  Ibs. 

1  carga =300  Ibs. 

1  fanega =     2  bushels. 


Measures. 

1  foot =0.928  feet  English. 

1  vara =2.784          " 

1  legua=5000  varas =2.636  miles. 


CALIFORNIA,  OREGON,  VANCOUVER, 
WASHINGTON  TERRITORY,  ETC, 


THE  port  of  San  Francisco,  California,  the  great  commer- 
cial entrepot  of  the  United  States  possessions  on  the  Pa- 
cific, is  situated  in  the  Bay  of  San  Francisco,  in  latitude 
37°  47'  35"  north,  and  122°  26'  15"  west  longitude.  Its 
harbor  is  one  of  the  best  of  the  Pacific  Ocean.  Through 
the  port  of  San  Francisco  nearly  all  the  foreign  trade  of 
California,  Oregon,  Washington  Territory,  and  the  British 
possessions  is  carried  on. 

The  city  of  San  Francisco,  situated  on  the  eastern  slope 
of  the  ridge  which  divides  the  Bay  of  San  Francisco  from 
the  Pacific  Ocean,  is  handsomely  laid  out  and  well  built, 
containing  many  fine  public  edifices  and  private  dwellings 
of  brick  and  stone,  and  is  the  centre  of  the  wealth  and 
commerce  of  the  Northern  Pacific  coast.  Population 
80,000. 

The  great  mineral  resources  of  the  State  of  California, 
the  fertility  and  productiveness  of  its  soil,,  its  varied  and 
delightful  climate,  are  so  familiar  to  the  world  that  it  5s  not 
thought  worth  while  to  give  in  this  place  more  than  such 
a  brief  summary  of  its  commercial  transactions  as  will  en- 
able the  reader  to  form  an  estimate  of  their  influence  upon 
the  great  channels  of  steam  communication  between  the 
Pacific  coast  and  the  United  States,  the  resources  of  which 
it  is  the  particular  object  of  this  volume  to  set  forth. 


264 


CALIFORNIA,  OREGON,  VANCOUVER,  ETC. 


EXPORTS.* 

The  great  staple  product  of  California  is  gold ;  but  the  re- 
cent discoveries  of  vast  deposits  of  silver  on  the  eastern 
slope  of  the  Sierra  Nevada  Mountains  at  Washoe  it  is 
thought  will,  in  time,  make  the  exports  of  this  metal  rival 
the  gold  in  commercial  importance. 

Quicksilver  is  also  largely  exported. 

Next  in  importance  among  the  exportable  commodities 
of  the  state  are  hides,  wool,  and  grain.  The  entire  product 
of  hides  and  wool  go  to  the  New  York  market.  The 
grain,  consisting  of  wheat,  barley,  and  oats,  have  for  the 
last  five  years  found  a  market  in  New  York,  the  west 
coast  of  South  America,  the  East  Indies,  China,  Australia, 
and  the  Pacific  Islands. 

Wool  is  a  large  and  growing  article  of  export.  The  ex- 
ports of  this  article  in  1856  amounted  to  600,000  pounds; 
in  1860  the  amount  was  2,981,000  pounds. 

The  exports  of  gold  from  the  port  of  San  Francisco  since 
its  discovery  in  1848,  according  to  Custom-house  manifests, 
were  as  follows : 


Year. 

Shipments  to  all 
Quarters. 

Shipments  to 
New  York. 

Rec't  sat  U.S.  Mint 
and  its  Branches 

Estimated  Yield  of 
California  Mines. 

1848 
1849 
1850 
1851 
1852 
1853 
1854 
1855 
1856 
1857 
1858 
1859 
1860 

$          60,000 
8,000,000 
33,000,000 
55,000,000 
57,000,000 
69,000,000 
64,000,000 
65,000,000 
70,000,000 
70,000,000 
70,000,000 
70,000,000 
70,000,000 

$  4,921,250 
27,676,346 
45,582,695 
46,586,134 
57,331,024 
51,328,653 
43,080,211 
48,887,543 
48,592,743 
47,548,025 
47,640,463 
42,325,916 

$  5,232,249 
28,206,226 
57,138,980 
51,470,675 
62,838,395 
46,719,083 
47,419,945 
56,379,901 
55,217,843 
51,494,311 
52,000,000 
27,037,919 

$47,916,448 
46,289,649 
38,730,564 
39,765,294 
35,287,778 
35,578,236 
39,831,937 
35,661,500 

*  The  commercial  statistics  of  California  are  taken,  by  permission,  from 
advance  sheets  of  the  Annual  Report  of  the  New  York  Chamber  of  Com- 
merce for  1861. 


CALIFORNIA,  OREGON,  VANCOUVER,  ETC. 


265 


Statement  of  Amounts  and  Destination  of  Treasure  exported  from  San  Francisco 

during  the  Year  1860. 
To  New  York. 


In  January $3,360,296  25 

1  February 3,126,183  77 

'March..*. 2,177,395  67 

'April 2,692,728  88 

«  May 2,905,028  40 

4  June 3,709,755  01 

<  July 1,969,435  05 

1  August 2,502,070  47 

*  September 3,157,303  59 

4  October 2,958,784  19 

'November 2,982,704  78 

'December 4,119,814  31 


$35,661,500  37 


Exported  to 

New  York $35,661,500  37 

New  Orleans 57,795  93 

England 2,672,936  20 

China 3,374,680  27 

94,200  00 
75,659  94 
300,819  00 
40,679  57 
19,400  00 
3,145  00 
25,100  00 
Total $42,325,916  28 


Japan, 

Manilla 

Panama 

Sandwich  Islands 

Mexico 

Costa  Kica 

Vancouver  Island 


^Exports  of  Silver. — The  exports  of  silver  ore  during  the 
year  1860,  according  to  the  San  Francisco  Custom-house 
records,  were  of  the  value  of  $416,613.  This  is,  however, 
no  guide  as  to  what  the  ores  yielded.  In  addition  to  the 
ores  exported,  several  hundred  tons  were  smelted  at  two 
establishments  in  San  Francisco,  yielding  about  $150,000. 
When  it  is  considered  that  the  Washoe  mining  district  was 
a  howling  wilderness  at  the  commencement  of  1860,  and 
that  every  necessary  of  life,  even  the  material  for  habita- 
tions, had  to  be  transported  across  the  Sierra  Nevada  on 
the  backs  of  mules,  it  must  be  conceded  that  vast  progress 
has  been  made  in  opening  the  mines,  and,  without  doubt, 
their  product  this  year  (1861)  will  ascend  to  millions. 

Exports  of  Quicksilver. 


Years 

To  New  York. 

To  other  Countries. 

Years 

To  New  York. 

To  other  Countries. 

Flasks. 

Flasks. 

Flasks. 

Flasks. 

1853 
1854 
1855 
1856 

1,500 

18,800 
20,963 
27,165 
22,240 

1857 
1858 
1859 
1860 

8,374 
3,559 
250 
400 

18,888 
20,573 
3,149 

8,948 

Total 

14,083 

140,726 

From  the  above  it  appears  that  the  total  amount  of 
quicksilver  exported  from  the  state  during  the  past  eight 

vears  was  154.809  flasks;  there  was  consumed  within  the 

M 


266 


CALIFORNIA,  OREGON,  VANCOUVER,  ETC. 


state,  during  the  same  period,  16,000  flasks,  making  a  total 
production  (almost  entirely  from  the  New  Almaden  mine) 
of  170,809  flasks  of  75  pounds  each.  The  price  ranged 
from  1853  to  1860  from  75  to  50  cents  per  pound. 

Table  of  Exports  of  leading  Articles  of  California  Produce  to  New  York  for 
the  last  Jive  Years. 


Articles. 

1856. 

1S5T. 

1858. 

1859. 

1860. 

97,675 
170,447 
8,374 
798 
26,363 
212 
826 
1,100,000 

51,103 
142,399 
3,559 
876 
3,812 
906 
194 
1,428,351 

97,947 
151,364 
250 
975 

16,510 
200,116 
400 
939 
2,874 
1,112 
518 
2,981,000 
203,528 

Hides,  number  

132,032 
2,414 
1,506 
9,313 
256 
3 
600,000 

11     number  

Salmon,  barrels  

250 
888 
2,378,250 
12,054 

Tallow,  packages  

Wool,  Ibs  

Wheat,  100-lb.  sacks  .... 

Exhibit  of  the  Exports  of  a  few  leading  Articles  of  California  Produce  to  all 
Countries  in  1860. 


Barley,  84- Ib.  sacks 

Beans,  50-lb.     "     1,397  Potatoes 

Flour,  barrels 121,688  Sk 

Hides,  number 200,116  Tallow 

Hay,  bales 9,637  Wheat, 

Lumber,  M.  feet 3,976  Wool. 


136,916  Oats,  55-lb.  bags 76,590 

110-lb.  bags 34,161 

ins,  packages 580 

packages 2,181 

100-lb.  sacks 1,135,098 

,lbs 3,060,000 


The  value  of  the  exports  of  California,  other  than  treas- 
ure, during  the  last  five  years,  has  been  as  follows : 


1856 $4,270,260  1859 

1857 4,369,758 

185*8 4,770,163 


$5,533,411 

1860 8,532,489 


IMPOETS. 

The  following  statement  of  the  tonnage  arriving  at  San 
Francisco  from  Atlantic  ports,  from  1856  to  1861,  will 
show  the  extent  of  the  imports  from  that  quarter  for  a  se- 
ries of  years.  The  statement  exhibits,  1st,  the  number  of 
vessels;  2d,  the  aggregate  registered  tonnage;  3d,  esti- 
mated tons  of  cargo  at  sixty  per  cent,  over  register ;  4th, 
total  amount  of  freight  moneys  paid  in  each  year : 


CALIFORNIA,  OREGON,  VANCOUVER,  ETC. 


267 


Where  from. 

No.  of 
Vessels. 

Registered 
Tonnage. 

Tons  of 
Cargo. 

Amount  of 
Freight  paid. 

1856:  New  York  

79 

103,532 

165,652 

$2  167  045 

Boston  

37 

42,200 

64,320 

924  957 

Other  ports  

7 

5,602 

8,963 

144,867 

Total  for  1856  

123 

151,334 

238,935 

$3  236  869 

1857:  New  York  

61 

74,402 

119  043 

$1  309  244 

Boston  

28 

33  802 

54  083 

469  798 

Philadelphia  

1 

1,219 

1,950 

22,390 

Total  for  1857 
1858:  New  York  

90 
66 

109,423 

77  882 

175,076 
124  611 

$1,801,432 

$1  503  955 

34 

32  166 

51  370 

607  329 

Other  ports.  

5 

4  345 

6  952 

68  919 

Total  for  1858  

105 

114  393 

182  933 

$2  180  203 

1859:  New  York  

90 

107,276 

171  641 

$2  107  924 

Boston  

43 

44  799 

71  678 

892  704 

8 

5  001 

8  002 

92  582 

Total  for  1859  

141 

157,076 

251,321 

$3,093  210 

1860:  New  York  

76 

93,240 

149  184 

$1  777  802 

30 

30  661 

49  057 

624  396 

Other  ports  

9 

6,341 

10,145 

82,988 

Total  for  1860  

115 

130,242 

208,386 

$2,485,186 

The  bulk  of  the  imports  of  California  come  from  the 
United  States  in  sailing  vessels  via  Cape  Horn,  but  large 
quantities  of  light  goods  4and  provisions  are  sent  via  the 
Isthmus  of  Panama.  The  total  value  of  shipments  per 
steamers,  and  via  the  Panama  Eailroad,  in  1860,  according 
to  Custom-house  records,  was  but  little  short  of  eight  mil- 
lions of  dollars. 

The  following  figures  exhibit  the  passenger  movement 
of  the  port  of  San  Francisco  since  1856 : 


Arrivals. 

1857. 

1858. 

1859. 

1860. 

JFrom  Panama  

17,637 

26,907 

20,092 

"     other  countries  

6,963 

40,739 

11,276 

10,619 

Total  arrivals  

24,600 

40,739 

38,183 

30,711 

Departures. 

For  Panama  

12,367 

27,994 

19,030 

10,084 

"    other  countries  

4,584 

5,751 

4,492 

Total  departures  

16,951 

27,994 

24,781 

14,576 

1(58  CALIFORNIA,  OREGON,  VANCOUVER,  ETC. 

On  the  5th  of  March,  1860,  the  rates  of  fare  were  re- 
duced, and  a  tri-monthly  communication  via  Panama  was 
established,  instead  of  the  previous  semi-monthly  trips, 
which  accounts  for  the  great  increase  of  the  inward  passen- 
ger traffic  for  the  year  1860. 

OREGON,  WASHINGTON  TERRITORY,  VANCOU- 
VER ISLAND,  AND  BRITISH  COLUMBIA. 

THE  commerce  of  this  region,  which  is  almost  entirely 
carried  on  through  the  port  of  San  Francisco,  California,  is 
yet  in  its  infancy.  Oregon,  with  an  area  of  about  80,000 
square  miles,  and  possessing  on  its  Pacific  coast  broad  and 
fertile  valley-lands,  rich  in  agricultural  resources,  has  as 
yet  but  about  50,000  inhabitants ;  the  tide  of  emigration 
from  the  Western  United  States  is,  however,  going  on  with 
vigor,  and  the  time  is  probably  not  far  distant  when  its 
population  will  be  sufficient  to  develop  an  important  ex- 
porting trade.  Already  large  quantities  of  grain,  lumber, 
etc.,  are  exported  to  California.  Cattle,  fresh  and  dried 
fruits,  salmon,  eggs,  butter,  lard,  hams,  etc.,  are  also  be- 
coming noticeable  articles  of  export.  Deposits  of  coal, 
iron,  copper,  and  gold  have  been  found  in  Oregon.  "Wash- 
ington Territory,  joining  Oregon  on  the  north,  has  an  area 
of  113,821  square  miles.  Its  white  population  in  1854  was 
only  about  5000.  Since  that  time  it  has  been  slowly  but 
steadily  increasing.  It  possesses  much  land  well  adapted 
to  agriculture  and  grazing.  It  abounds  with  fine  timber, 
and  its  rivers  with  excellent  fish,  which  at  present  form  its 
chief  exports.  Joining  it  on  the  north,  at  the  parallel  of 
49°,  is  British  Columbia,  covering  an  area  of  about  200,000 
square  miles.  This  is  also  a  country  of  great  agricultural 
promise,  and  possesses  a  vast  wealth  in  its  salmon  fisheries, 
its  forests  of  fine  timber,  and  its  rich  deposits  of  coal  and 
gold ;  the  latter,  mined  from  the  vicinity  of  Frazer  River, 


CALIFORNIA,  OREGON,  VANCOUVER,  ETC.  269 

has  been  exported  to  a  considerable  extent  since  its  discov- 
ery in  1856. 

SEA-PORTS. 

The  sea-ports  of  Oregon,  "Washington  Territory,  and  the 
British  possessions  which  have  direct  communication  with 
San  Francisco  by  the  California  and  Oregon  Line  of  Steam- 
ships are  as  follows,  viz. :  in  Oregon, 

Eureka,  the  most  southern  port  of  entry  in  Oregon,  dis- 
tant 238  miles  northeast  from  San  Francisco,  is  situated  in 
Humboldt  Bay,  a  deep  and  narrow  indentation  of  the  coast, 
with  a  dangerous  shifting  sand-bar  at  its  entrance.  The 
town  of  Eureka  is  about  four  miles  to  the  north  side  of  the 
entrance  of  the  bay.  There  is  a  United  States  government 
fortification  here,  and  an  Indian  reservation  in  the  vicinity. 
It  is  a  thriving  town,  and  has  a  large  lumber-trade  with 
San  Francisco. 

Trinidad,  28  miles  north  from  Eureka,  is  situated  in  a 
small  bay  protected  only  from  the  northeast  winds.  The 
town  contains  but  few  inhabitants.  The  chief  export  is 
lumber.  The  land  in  this  vicinity  is  rich,  and  well  adapt- 
ed to  agriculture.  There  is  gold  in  the  neighborhood. 

Crescent  City,  43  miles  northward  from  Trinidad,  on  Cres- 
cent City  Bay,  is  one  of  the  most  dangerous  roadsteads  on 
the  whole  coast.  The  town  of  Crescent  City  is  the  depot 
for  the  supplies  of  miners  working  the  gold  diggings  on 
the  Kalmath,  Trinity,  and  Salmon  Eivers,  in  the  interior ; 
it  is  also  the  centre  of  a  large  and  rich  agricultural  district. 
It  contains  about  1500  inhabitants. 

Port  Orford,  70  miles  from  Crescent  City,  is  a  good  road- 
stead. A  large  lumber-trade  is  carried  on  here.  A  much- 
esteemed  variety  of  the  white  cedar  abounds  in  this  vicin- 
ity, and  is  exported  in  considerable  quantities  under  the 
name  of  the  Port  Orford  cedar. 

Gardiner  City,  75  miles  to  the  northward  from  Port  Or- 
ford, is  on  the  Umpqua  Eiver,  five  miles  from  its  mouth. 


270  CALIFORNIA,  OREGON,  VANCOUVER,  ETC. 

A  United  States  custom-house  is  located  here,  besides 
which  there  is  only  a  small  wharf  and  one  house.  A 
steam-boat  runs  from  Gardiner  City  to  Scottsburg,  a  town 
of  1000  inhabitants,  fifteen  miles  farther  up  the  river. 

Astoria,  83  miles  from  Gardiner  City,  is  the  most  north- 
ern port  of  Oregon.  It  is  situated  on  the  Columbia  Eiver 
(which  separates  Oregon  from  "Washington  Territory),  nine 
miles  from  its  mouth.  The  river  at  Astoria  is  between 
three  and  four  miles  in  width.  Population  of  Astoria  800. 
There  is  a  dangerous  bar  at  the  mouth  of  the  Columbia 
Eiver  which  interferes  greatly  with  its  commercial  growth. 

Portland,  the  chief  sea-port  and  chief  town  of  Oregon, 
is  situated  on  the  Willamette  Eiver,  a  branch  of  the  Co- 
lumbia, 100  miles  from  Astoria.  Population  2700.  It  is 
the  centre  of  a  rich  and  well-cultivated  agricultural  region. 
Large  numbers  of  cattle  are  exported  from  Portland  to 
Vancouver's  Island.  About  forty  miles  south  of  Portland, 
on  the  Willamette,  is  Salem,  the  capital  of  Oregon.  Pop- 
ulation 1500. 

The  next  port  of  entry  northward  is  Esquimault,  on  the 
British  island  of  Vancouver,  270  miles  from  Portland. 
Here  is  said  to  be  one  of  the  finest  harbors  on  the  Pacific 
coast.  The  neighboring  country  is  very  fertile.  The  fish- 
eries in  this  section  are  extensive.  Lumber  is  of  excellent 
quality  and  abundant.  There  is  a  British  naval  station  at 
Esquimault,  and  it  is  the  rendezvous  for  the  small  steam- 
ers running  on  Frazer  Eiver. 

Port  Townsend,  35  miles  from  Esquimault,  the  most 
southern  port  of  entry  in  Washington  Territory,  is  favor- 
ably situated  at  the  termination  of  the  Straits  of  Fuca,  at 
the  outlet  of  the  waters  of  Admiralty  Inlet,  Puget's  Sound. 
The  town  contains  about  500  inhabitants.  A  military  post 
has  been  established  two  and  a  half  miles  from  this  place. 
In  the  vicinity  of  the  town  are  some  good  farms.  The 
principal  export  is  lumber. 


BUSINESS   BY   EXPRESS,  ETC.  271 

Olympia,  80  miles  from  Port  Townsend,  is  situated  at 
the  head  of  a  deep  inlet  six  miles  long  by  three  quarters 
of  a  mile  wide.  It  is  a  thriving  town,  and  the  capital  of 
Washington  Territory.  Its  .principal  business  is  in  agri- 
cultural products  and  lumber.  The  total  distance  made  by 
the  vessels  of  the  California  and  Oregon  Steam-ship  Com- 
pany on  their  route  from  San  Francisco  to  Olympia,  the 
northern  terminus  of  the  route,  is  1022  miles. 

For  rates  of  freight,  passage,  etc.,  see  Appendix  D,  page 
150. 


BUSINESS  BY  EXPRESS  BETWEEN  THE  UNITED  STATES, 
EUROPE,  AND  THE  PACIFIC  COASTS. 

The  "  Express  System,"  which  had  long  been  an  indis- 
pensable necessity  in  the  Atlantic  United  States,  became, 
on  the  discovery  of  gold  in  California,  an  equally  valuable 
medium  of  transportation  between  the  Atlantic  and  Pacific 
coasts.  Prompt,  reliable,  and  responsible,  the  Express 
Company  occupies  the  middle  ground  between  the  ship- 
per and  the  Steam-ship  and  Eailroad  Companies.  Issuing 
"through  receipts,"  and  giving  its  careful  personal  super- 
vision to  the  business,  insure  to  their  customers  the  most 
speedy  delivery  of  their  consignments,  and,  in  case  of  loss 
or  damage,  prompt  and  liberal  adjustment. 

The  express  of  Wells,  Fargo,  and  Company  is  now,  and 
has  for  several  years  been  engaged  in  the  Atlantic  and  Pa- 
cific express  business,  making  the  transit  across  the  Isth- 
mus of  Panama,  via  the  Panama  Railroad,  and  giving  no 
inconsiderable  contribution  to  its  business.  This  Company 
forwards  an  express  by  each  steamer  (on  the  1st,  llth,  and 
21st  of  the  month),  and  provides  on  the  Isthmus  for  the 
prompt  transmission  of  their  consignments  so  as  to  go  for- 
ward by  connecting  steamers.  The  charges  upon  small 


272  BUSINESS  BY   EXPEESS,  ETC. 

packages  vary  according  to  size  and  value.  Upon  bullion 
and  gold  dust  the  freight  and  insurance  from  San  Francisco 
to  New  York  is  at  present  three  per  cent.  Upon  merchan- 
dise they  charge  a  small  percentage  advance  upon  steamer 
rates,  for  which  they  give  to  the  shipper  the  convenience 
of  collecting  his  property  at  his  place  of  business,  attending 
to  the  Custom-house  requirements,  prepaying  freight,  and 
delivering  in  good  order  at  the  door  of  the  consignee  at 
San  Francisco. 

A  prominent  feature  in  their  express  business  is  the 
"Collection  and  General  Agency"  department:  collecting 
and  paying  over  money,  attending  to  the  execution  and  de- 
livery of  valuable  papers  and  documents,  receiving  and 
transmitting  property  subject  to  charges  to  be  paid  on  ar- 
rival at  destination,  called  in  express  vocabulary  C.  0.  D. 
(collect  on  delivery),  and,  in  fine,  executing  almost  every 
conceivable  commission. 

The  house  of  Wells,  Fargo,  and  Company  has  been  en- 
gaged in  this  business  for  the  past  eight  years.  They  are 
a  joint-stock  association,  organized  under  the  laws  of  the 
State  of  New  York,  with  a  capital  of  $1,000,000,  having 
their  principal  office  in  the  city  of  New  York.  They  have 
also  the  only  express  to  ports  on  the  North  Pacific  Coast, 
Oregon,  Vancouver's  Island,  and  British  Columbia,  and 
now  contemplate  establishing  agencies  on  the  South  Pa- 
cific Coast. 

They  also  have  the  sole  express  in  the  interior  of  Cali- 
fornia, transporting  from  the  mines  to  San  Francisco  an 
average  of  $60,000,000  in  value  of  gold  dust  and  silver  ore 
per  annum.  They  have  over  100  offices  in  California,  and 
sell  exchange  upon  all  the  principal  cities  and  towns  in  the 
United  States  and  Canada,  and  on  the  principal  cities  of 
Great  Britain  and  the  Continent.  They  also  have  an  agen- 
cy at  Honolulu,  Sandwich  Islands. 

This  Company  is  the  agent  and  general  consignee  at  As- 


BUSINESS  BY   EXPRESS,  ETC.  273 

pinwall,  New  Granada,  for  all  shipments  for  San  Francisco, 
Vancouver,  etc.,  by  the  Eoyal  Mail  Steam  Packet  Com- 
pany, running  steamers  semi-monthly  between  Havre,  and 
Southampton,  and  Aspinwall,  via  St.  Thomas.  They  re- 
ceive at  that  point  all  the  goods  and  merchandise  brought 
by  that  line  from  Europe  and  the  West  Indies  destined  for 
all  points  north  of  Panama  on  the  Pacific  Coast,  and  also 
for  the  Sandwich  Islands.  The  present  rates  from  Havre 
and  Southampton  to  Aspinwall  are  £6  per  ton,  and  5  per 
cent,  primage,  and  from  Aspinwall  to  San  Francisco  $80 
per  ton  and  5  per  cent,  primage.  To  Victoria  and  northern 
ports  on  the  Pacific,  $20  per  ton  extra. 

The  present  rates  by  express  from  New  York  to  Aspin- 
wall are  $1  per  cubic  foot ;  from  New  York  to  Panama,  $1 
50  per  cubic  foot ;  from  New  York  to  San  Francisco,  $5 
per  cubic  foot,  or  25  cents  per  pound ;  from  San  Francisco 
to  Victoria  and  other  northern  ports,  $20  to  $30  per  ton. 

The  above  rates  to  San  Francisco  are  for  "fast  freight," 
or  that  which  goes  through  by  connecting  steamer.  For 
"  slow  freight"  from  New  York  to  San  Francisco,  and  going 
forward  from  Panama  by  next  succeeding  steamer,  $2  per 
cubic  foot,  or  12-J-  cents  per  pound  only  is  charged. 

The  principal  offices  and  agencies  of  "Wells,  Fargo,  and 
Company  are,  at  New  York,  84  Broadway ;  at  Boston,  39 
and  40  Court  Square ;  at  Philadelphia,  corner  of  Fourth 
and  Chestnut  Streets ;  at  Havre,  France,  Davidson  and  Co., 
Agents ;  at  London,  England,  Eives  and  Macey,  Agents ; 
at  Havana,  Cuba,  E.  Eamirez  and  Co.,  Agents ;  at  Aspin- 
wall, New  Granada,  Panama  Eailroad  Company,  Agents ; 
at  Panama,  N.  Gr.,  Panama  Eailroad  Company,  Agents  ;  at 
San  Francisco,  Cal.,  corner  of  California  and  Montgomery 
Streets,  Louis  M'Lane,  Agent;  and  at  Honolulu,  Sandwich 
Islands,  at  which  offices  all  information  in  detail  will  be 

cheerfully  given. 

M2 


The 

American-European  Express, 

Forwarding,  Commissioners,  and  Banking 

Agency, 

For  all  Parts  of  the  United  States,  Great  Britain,  Canada; 
California,  and  the  Continent  of  Europe. 

(ESTABLISHED  IN  1849.) 


The  AMERICAN-EUROPEAN  EXPRESS  has  special  arrangements  with  the  various 
lines  of  transatlantic  steamers  for  the  conveyance  of 

Parcels,  Merchandise,  Jewelry,  Personal  Effects,  &c.,  &c., 

between  Europe  and  America ;  and  being  the  oldest  of  the  transatlantic  Expresses,  and 
long  known  for  the  regularity  and  promptitude  of  its  transactions,  is  now  recognized  as  the 
leading  and  legitimate  Express  Conveyance  between  the  two  Continents. 

Besides  its  own  offices  and  branches,  this  Express  is  connected  with  and  supported 
by  the 

"Adams,"  "American,"  '« United  States,"  and  other  great  inland  Expresses  of  America. 

"  The  London  and  Northwestern  Railway  Company," 
"  The  Continental  Daily  Parcels  Express,"  and 
"  Wheatley's  Oriental  &  Australian  Agency." 

The  A.  E.  EXPRESS  also  undertakes  the  collection  of  bills,  drafts,  invoices,  &c.,  and 
commissions  of  a  general  nature  appertaining  to  the  Express  business. 

New  York:  AUSTIN,  BALDWIN  &  CO.,  72  Broadway. 
Boston:  STONE  &  DOWNEY  (Agents),  28  State  Street. 
Philadelphia :  H.  L.  LEAF  (Agent),  320  Chestnut  Street. 
Paris :  LHERBETTE,  KANE  &  CO.  (Agents),  Place  de  la  Bourse. 
Havre :  LHERBETTE,  KANE  &  CO.  (Agents),  21  Eue  Corneille. 
Liverpool:  STAVELEY  &  STARR,  9  Chapel  Street. 
London:   WHEATLEY,  STARR  &  CO.,  156  Cheapside  (Agents 
Pacific  Mail  Steamship  Co.  and  Panama  Railroad  Co.) 


Great  Mail  Route 

BETWEEN 

Europe  and  the  North  Pacific, 

VIA   THE 

Royal  Mail  (West  India)  Steam  Packet 

Company, 
Panama  Railroad, 

AND 

Pacific  United  States  Mail  Steamship 
Company. 

Leaving  Southampton,  England,  on  the  2d  and  17th  of  each 
Month,  and  arriving  at  San  Francisco  in  about 

35  days. 

For  the  comfort  and  convenience  of  passengers,  arrangements  have  been  made  for  issu- 
ing "  through  tickets"  from  England  to  San  Francisco,  including  transit  across  the  Isthmus 
of  Panama,  at 

Greatly  Reduced  Pares. 

This  is  now,  in  consequence  of  its  being  the  shortest  and  most  direct,  the  favorite  route 
for  travelers  between  the  above  countries ;  and  intending  passengers  will  please  take  notice 
that  those  only  holding  *'  through  tickets"  will  have  the  benefit  of  the  reduction  in  fares, 
which  tickets  can  only  be  had  in  England  of  the  undersigned,  who  are  authorized  by  the 
Companies  to  issue  them. 

For  rates  of  passage  and  further  information,  apply  to 

WHEATLE Y,  STARR  &  CO., 

Agents, 
156  Cheapside,  LONDON. 

(Office  of  American-European  Express,) 


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